Hybrid vehicle conversion system

ABSTRACT

Provided herein is an auxiliary hybrid system (AHS) that may be configured to provide electrical propulsion to an e.g., internal combustion-powered vehicle through the use of a battery and electric motor. Alternatively, the AHS may be configured to increase range to electric vehicles through the use of an internal combustion-powered generator. In either embodiment, the AHS is added to a vehicle without altering the operation of the vehicles standard drivetrain, allowing the vehicle to operate conventionally when the AHS is not engaged. The AHS is compatible with a wide range of vehicles with a minimum of vehicle-specific parts.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims the benefit of U.S. Provisional PatentApplication No. 62/302,176, entitled “Auxiliary Hybrid System” filedMar. 2, 2016, which is incorporated herein by reference in its entirety.

TECHNICAL FIELD

This application relates generally to a vehicle, and more specificallyto a hybrid vehicle, and a system for retrofitting a known vehicle toachieve a hybrid vehicle.

BACKGROUND

In an effort to conserve resources and reduce environmental impact, agrowing effort has been made to produce electrical vehicles or hybridelectrical vehicles, which use a combination of electric power and analternate power source, such as an internal combustion engine. Althoughthe rate of sales has been increasing greatly in recent years for hybridvehicles, hybrid vehicles still only account for a mere fraction of newvehicle sales. One reason for this is that there is a significantpremium on the price for hybrid vehicles that tends to far exceed thefuel cost and any tax savings that may be achieved with the hybridvehicle. Furthermore, there is not currently any aftermarket conversionavailable for converting a standard internal combustion engine into ahybrid vehicle.

It would be desirable to provide a system for use in converting astandard internal combustion engine into a hybrid vehicle to increasethe fuel efficiency of internal combustion vehicles. It would also bedesirable to provide such a conversion system in an economical mannerthat will allow the owner to realize a savings in the operation of thevehicle.

SUMMARY

Provided herein is an auxiliary hybrid system (AHS) that may beconfigured to provide electrical propulsion to an e.g., internalcombustion-powered vehicle through the use of a battery and electricmotor. Alternatively, the AHS may be configured to increase range ofelectric vehicles through the use of an internal combustion-poweredgenerator. In either embodiment, the AHS is added to a vehicle withoutaltering the operation of the vehicles' standard drivetrain, allowingthe vehicle to operate conventionally when the AHS is not engaged. TheAHS is compatible with a wide range of vehicles with a minimum ofvehicle-specific parts.

A system is disclosed including: an energy storage device configured tostore power for a vehicle; a power conversion device configured totransfer power between the energy storage device and the vehicle; apower conversion controller configured to regulate power flow betweenthe energy storage device and the power conversion device; and an inputdevice configured to receive input from a user and configured totranslate the input into instructions for the power conversioncontroller.

BRIEF DESCRIPTION OF THE DRAWINGS

The above-mentioned and other features and advantages of the presentdisclosure, and the manner of attaining them, will become more apparentand the disclosure itself will be better understood by reference to thefollowing description of nonlimiting embodiments of the disclosure,taken in conjunction with the accompanying drawings, wherein:

FIG. 1 is an isometric rear view of an example electric version (AHS-E)of an AHS engaged with a vehicle in accordance with an embodiment of thedisclosure.

FIG. 2 is an isometric rear view of an AHS-E with a drivetrain decoupledfrom the vehicle in accordance with an embodiment of the disclosure.

FIG. 3 is an isometric rear view of a drive of an AHS-E in accordancewith an embodiment of the disclosure.

FIG. 4 is an isometric rear view of a vehicle subsystem in accordancewith an embodiment of the disclosure.

FIG. 5 is an isometric front view of a motor and drivetrain of an AHS-Ein accordance with an embodiment of the disclosure.

FIG. 6 is an isometric rear view of a differential drive using a chainin accordance with an embodiment of the disclosure.

FIG. 7 is an isometric rear view of an axle assembly in accordance withan embodiment of the disclosure.

FIG. 8 is an isometric side view of a swing arm using a chain inaccordance with an embodiment of the disclosure.

FIG. 9 is an isometric side view of a sliding interface between acoupling assembly and a swing arm frame in accordance with an embodimentof the disclosure.

FIG. 10 is a front section view of a coupling assembly in accordancewith an embodiment of the disclosure.

FIG. 11 is a front section view of a coupling system in a fully-coupledstate in accordance with an embodiment of the disclosure.

FIG. 12 is an isometric view of a coupling system in a fully coupledstate in accordance with an embodiment of the disclosure.

FIG. 13 is an isometric side view of a counterbalance mechanism inaccordance with an embodiment of the disclosure.

FIG. 14 is a front section view of a wheel-side coupling assembly inaccordance with an embodiment of the disclosure.

FIG. 15 is an isometric view of a plan section of a mounting system inaccordance with an embodiment of the disclosure.

FIG. 16 is an isometric rear view of a mounting system in accordancewith an embodiment of the disclosure.

FIG. 17 is an isometric view of a side section of a mounting system inaccordance with an embodiment of the disclosure.

FIG. 18 is an isometric rear view of a dual-motor AHS-E in accordancewith an embodiment of the disclosure.

FIG. 19 is a rear section view of a dual-motor AHS-E in accordance withan embodiment of the disclosure.

FIG. 20 is an isometric bottom view of an AHS-E for live-axle vehiclesin accordance with an embodiment of the disclosure.

FIG. 21 is a bottom view of an AHS-E for live-axle vehicles inaccordance with an embodiment of the disclosure.

FIG. 22 is an isometric rear view of the motor and drivetrain of anAHS-E for live-axle vehicles in accordance with an embodiment of thedisclosure.

FIG. 23 is a side view of a suspension system in accordance with anembodiment of the disclosure.

FIG. 24 is an isometric bottom view of a suspension system in accordancewith an embodiment of the disclosure.

FIG. 25 is an isometric rear view of a suspension system in accordancewith an embodiment of the disclosure.

FIG. 26 is a rear section view of a suspension system in accordance withan embodiment of the disclosure.

FIG. 27 is a side view of an AHS-E with a swing arm in a loweredposition in accordance with an embodiment of the disclosure.

FIG. 28 is a side section view of a suspension system in accordance withan embodiment of the disclosure.

FIG. 29 is an isometric plan view of an AHS-E with a battery trailer anda moving caster axis mechanism with the caster axis configured forforward travel in accordance with an embodiment of the disclosure.

FIG. 30 is an isometric plan view of an AHS-E with a battery trailer anda moving caster axis mechanism with the caster axis configured forreverse travel in accordance with an embodiment of the disclosure.

FIG. 31 is an isometric view of a moving caster axis mechanism inaccordance with an embodiment of the disclosure.

FIG. 32 is a rear section view through a moving caster pivot of a movingcaster axis mechanism in accordance with an embodiment of thedisclosure.

FIG. 33 is an isometric plan view of an example range-extending version(AHS-R) of an AHS with a moving caster axis mechanism in accordance withan embodiment of the disclosure.

FIG. 34 is an isometric view of a battery pack with case in accordancewith an embodiment of the disclosure.

FIG. 35 is an isometric view of components of a battery pack inaccordance with an embodiment of the disclosure.

FIG. 36 is a vehicle interior with a hand lever throttle in accordancewith an embodiment of the disclosure.

FIG. 37 is a vehicle interior with throttle and brake rangefinders anddisplay and control electronics in accordance with an embodiment of thedisclosure.

FIG. 38 is a vehicle interior with throttle and brake paddles inaccordance with an embodiment of the disclosure.

FIG. 39 is a schematic of a hydraulic power steering system with anelectro-hydraulic pump added in parallel with an engine-driven hydraulicpump in accordance with an embodiment of the disclosure.

FIG. 40 is an isometric rear view of a dual-motor example of an AHS-Ewith a shaft-driven swing arm in accordance with an embodiment of thedisclosure.

FIG. 41 is a schematic of an AHS-E system in accordance with anembodiment of the disclosure.

FIG. 42 is a front view of a display of display and control electronicsin accordance with an embodiment of the disclosure.

FIG. 43 is a front section of an example of a coupling system inaccordance with an embodiment of the disclosure.

FIG. 44 is an example layout of an AHS-E with a single motor andchain-driven swing arm in accordance with an embodiment of thedisclosure.

FIG. 45 is an example layout of an AHS-E with dual motors and achain-driven swing arm in accordance with an embodiment of thedisclosure.

FIG. 46 is an example layout of an AHS-E with dual motors and ashaft-driven swing arm in accordance with an embodiment of thedisclosure.

FIG. 47 is an example layout of an AHS-E with a single motor configuredto deliver power to the differential of a vehicle with a live rear axlein accordance with an embodiment of the disclosure.

DETAILED DESCRIPTION

The present disclosure provides for a hybrid vehicle conversion system,methods of attaching the conversion system to a vehicle, and methods ofusing the hybrid vehicle conversion system. Various nonlimitingembodiments of the present disclosure will now be described to providean overall understanding of the principles of function, design and useof the vehicle conversion system disclosed herein. One or more examplesof these nonlimiting embodiments are illustrated in the accompanyingdrawings. Those of ordinary skill in the art will understand that themethods describe herein and illustrated in the accompanying drawings arenonlimiting example embodiments and that the scope of the variousnonlimiting embodiments of the present disclosure are defined solely bythe claims. The features illustrated or described in connection with onenonlimiting embodiments can be combined with the features of othernonlimiting embodiments. Such modifications and variations are intendedto be included within the scope of the present disclosure.

In an electric embodiment of the auxiliary hybrid system (AHS-E), theAHS-E may include a battery pack or other energy storage device, anelectric motor or other power conversion device, drivetrain, chassis,motor controller, mounting system, coupling system, battery charger,throttle, and control and display electronics. The AHS-E may be coupledto a vehicle in a configuration that allows mechanical power to betransferred between the AHS-E and the vehicle to provide propulsionand/or braking, as shown in FIG. 1. The AHS-E may also be coupled to avehicle in a configuration such that no power coupling between thevehicle and the AHS-E is in effect, as shown in FIG. 2.

FIG. 1 shows an example of a system 100 where an AHS-E drive 110 iscoupled to a vehicle 105. Vehicle 105 can be any suitable vehicle havingone or more wheels such as a light-duty vehicle, a medium-duty passengervehicle, a light-duty truck, or a heavy-duty vehicle, as defined by theUnited States Environmental Protection Agency, or also an off-highwayvehicle, a 2-wheeled motorcycle, or a 3-wheeled motorcycle. In someembodiments, vehicle 105 is a conventional four-wheel passenger vehiclesuch as a Jeep® Cherokee. In such embodiments, vehicle 105 may be a gasor diesel powered vehicle, an electric vehicle, a gas-electric hybridvehicle, a diesel-electric hybrid vehicle, a fuel cell vehicle, anatural gas vehicle, a natural gas-electric hybrid vehicle, a plug-inhybrid vehicle, or the like.

System 100 includes AHS-E drive 110 mounted to vehicle 105 with one ormore swing arms 115 in an engaged position 135 and coupled to one ormore wheels 125 of vehicle 105. While shown as being coupled to twowheels 125, AHS-E drive 110 may be coupled to any suitable number ofwheels 125 of vehicle 105. Swing arms 115 may include a chain drive asdescribed in FIG. 8. While not wishing to be bound by any particularconstruction, swing arms 115 may be any suitable structure capable oftransmitting power from a rear drive 305, as described in FIG. 3, to thewheels 125.

FIG. 2 shows an example of a system 200 where an AHS-E drive 235 isdecoupled from the wheels 225 of a vehicle 220. The AHS-E drive 235 ismounted to the vehicle 220 with the swing arms 205, shown as disengagedfrom the wheels 225 of vehicle 220 and in a standby position 230. Theswing arms 205 may be supported by supports 210, which may be connectedto the swing arms 205 with a pin 215 or a clip, a screw, a nut, anelastic band, hook-and-loop fastener, magnet, or any other common methodof mechanically coupling or connecting two or more components together.When the swing arms 205 are engaged with the wheels 225, the supports120 may be in a stowed position 130, as shown in FIG. 1, and securedwith pin 215 or a clip, a screw, a nut, an elastic band, hook-and-loopfastener, magnet, or any other common method of mechanically coupling orconnecting two or more components together.

Thus, it can be appreciated, that there are multiple general positionsfor the swing arms 115, 205—an engaged position 135, where the AHS-Edrive 110 is engaged with the wheels 125, and a standby position 230,where the AHS-E drive 235 is disengaged from vehicle wheels 225. Theswing arms 115, 205 may also be in a lowered position 2715 where theyare in contact with the ground, as described in FIG. 27, so that theAHS-E drive 300, described in FIG. 3, can be moved around whendisconnected from the vehicle 220.

An example of an AHS-E drive subsystem 300 is shown in FIG. 3. In someembodiments, AHS-E drive subsystem 300 includes a power conversiondevice or rear drive 305 and one or more swing arms 310. The rear drive305 includes a chassis 320, one or more motors (not shown), a portion ofthe drivetrain (not shown), and a portion of the mounting systemcomponents (not shown). The chassis 320 provides a structure formounting and/or enclosing the components of the rear drive 305. Theportion of the drivetrain (not shown) included in the rear drive 305transfers power between one or more motors (not shown) and the swingarms 310. The swing arms 310 include a portion of the drivetrain 325.The swing arms 310 transfer power between the rear drive 305 and thevehicle wheels (not shown). AHS-E drive 300 may also include alubrication pump 315 to circulate oil or other suitable lubricant tocomponents of the rear drive 305 requiring lubrication.

The AHS-E drive 300 may be mounted to a vehicle using a mounting systemin which a portion of the mounting system components are affixed to thevehicle and couple with components of the mounting system that areincluded in the AHS-E drive. The mounting system may allow the AHS-Edrive to be easily mounted to the rear or any other desirable locationof the vehicle. In one embodiment, the mounting system utilizes atrailer hitch receiver as a component of system as they are widelyavailable for a variety of vehicles and follow a common standard,providing consistent features to interface with. AHS-E drive subsystemmay have a width 330 in the range of approximately 36-102 inches and alongitudinal length 335 in the range of approximately 12-72 inches.

FIG. 4 shows an example vehicle subsystem 400 including a vehicle 405having vehicle-mounted components 410 of the mounting system and one ormore wheel-side coupling assemblies 415. Components 410 may interfacewith corresponding components, e.g. male pilot feature 1515 and pins1525 described in FIG. 15, on the AHS drive 300. Wheel-side couplingassembly 415 may interface with corresponding components, e.g. acoupling assembly 530 described in FIG. 5, on the on the AHS drive 300.

In general, a coupling system may be used to transfer power from thedrive to the vehicle wheels. The couplings system may allow thedrivetrain to be coupled to the vehicle wheels when the AHS-E is in use,and decoupled when not in use. The coupling system may generally includetwo halves, with one half included as part of the swing arm and theother half rigidly connected to a vehicle wheel. The two halves may beconfigured such that they can be rigidly connected together and able totransmit torque between them when coupled. The swing arm half of thecoupling system may be a coupling assembly 530 and the vehicle half ofthe coupling system may be a wheel-side coupling assembly 415, bothdescribed below.

Referring generally to FIG. 44 and to FIG. 5, the AHS-E may beconfigured with a single motor 505 and one or more swing arms 545 thatincludes a chain 550. FIG. 44 shows an example AHS-E layout with asingle rear motor and swing arms that include a chain.

FIG. 5 shows an example drivetrain 500 and a motor 505. Drivetrain 500includes a differential 510, one or more driveshafts 515, one or moreaxle assemblies 520, and one or more swing arms 545. In someembodiments, drivetrain 500 may be coupled to a vehicle using a couplingsystem 1100, 1200, as described in FIGS. 11 and 12, so that mechanicalpower can be transferred between the drivetrain 500 and vehicle. Thecoupling system may be a quick coupling system, which may allow thedrivetrain 500 to be coupled to the rear wheels of the vehicle when theAHS-E is in use and decoupled when not in use. The wheel-side couplingassembly 415 of the coupling system may be connected to the wheels ofthe vehicle using specially configured lug nuts. Because there are alimited number of lug nut geometries in use in the world's fleet ofvehicles, a small number of different configurations of lug nuts can beused to mount the vehicle portion of the coupling system to a largevariety of vehicles.

Power may be transferred between the motor 505 and the differential 510via a differential drive 600, as shown in FIG. 6. Power may betransferred by the differential drive 600 with any coupler 610 such as achain, belt, gear set, or the like. As shown, coupler 610 is a chain612.

In some embodiments, the differential 510 may decrease the drivetrainrotational speed, increase the drivetrain torque, split drivetrain powersuch that a portion of the power may be sent left and portion may besent right, and/or transmit power between the motor 505 and thedriveshafts 515. In some embodiments, differential 510 may also allowthe left and right driveshafts 515 to rotate at different speeds, suchas occurs when a vehicle is turning and the outside wheel needs torotate faster than the inside wheel. Any suitable differential 510 maybe utilized such as automotive-style ring and pinion differential.

Driveshafts 515 may transmit power between the differential 510 and theaxle assemblies 520. As shown, driveshafts 515 may be capable oftelescoping so that the width 555 of the drivetrain 500 can be adjustedto compensate for vehicles of various track widths. As used herein,track width refers to the distance between the outside faces of the pairof wheels to which coupling assemblies 530 are to be connected. As usedherein, telescoping refers to the ability of a component to changelength, typically by one portion of the component sliding inside theremaining portion in the manner of a handheld telescope. The driveshafts515 may include an inner universal joint 535 and an outer universaljoint 540 to compensate for misalignment, for example if the axleassemblies 520 are not sufficiently well-aligned with the differential510 for the use of a solid shaft.

In some embodiments, power may be transferred between the axleassemblies 520 and a coupling assembly 530 by a swing arm 545. The swingarm 545 may transfer power with any type of coupler 560, such as a chainand one or more sprockets, or a shaft and one or more gears. As shown,swing arm 545 uses a chain 550 to transfer power between a drivesprocket 525 and a wheel sprocket 855, shown in FIG. 8. Referringbriefly to FIG. 11, when coupled to a corresponding wheel-side coupling1105, drive-side coupling 1125 may transmit power to the vehicle 105 asshown in FIG. 1.

FIG. 6 shows an example differential drive 600. Differential drive 600includes a motor sprocket 605, a differential chain 610, a differentialsprocket 615, a differential spool 620, one or more differential rollertensioners 625, one or more differential tensioner arms 630, and one ormore differential tensioner springs 635. Motor sprocket 605 may berigidly connected to the motor shaft 650. The differential drive 600 maytransmit power between motor shaft 650 and differential spool 620. Asused herein, differential spool 620 refers to the rotating structure ofthe differential 660 that houses the differential gearing (not shown).

In some embodiments, motor sprocket 605 may drive differential chain610, which may transmit power between the motor sprocket 605 anddifferential sprocket 615. In some embodiments, the differentialsprocket 615 may be rigidly mounted to the differential spool 620. Asdesired, slack may be removed from differential chain 610 by a pair ofdifferential roller tensioners 625. Differential roller tensioners 625may be mounted to differential tensioner arms 630 which may berotationally mounted to the rear drive structure 655. Differentialtensioner arms 630 may be pulled inward towards each other by one ormore differential tensioner springs 635. This arrangement may allowslack to be removed from differential chain 610 regardless of whichdirection torque is being applied by the motor shaft 650.

While described with chains and sprockets, differential drive 600 mayalternately include belts and pulleys to transmit power from the motorshaft 650 to the differential spool 620. In such a configuration, thechain 610 may be replaced by a toothed belt and the chain sprockets 525,855 may be replaced by toothed pulleys. Differential drive 600 mayalternatively include a gear pair to transmit power from the motor shaft650 to the differential spool 620. In such a configuration, acomparatively small gear may be rigidly connected to the motor shaft 650and may mesh in parallel with a comparatively large gear rigidlyconnected to the differential spool 620.

In some embodiments, lubricating oil may be circulated in differentialdrive 600. For example, a lubrication pump (e.g., lubrication pump 315of FIG. 3) may provide oil from an oil pick-up 645 to an oil outlet 640.Oil may also be delivered to the components of the differential chaindrive 600 by a splash system, such as those utilized in engine crankcases, similar to that described in U.S. Pat. No. 730,738 incorporatedby reference herein. In such a system, an oil flinger is mounted to oneof the rotating components and flings oil from an oil sump onto thecomponents requiring lubrication. Oil may also be delivered to thecomponents of the differential drive 600 by an oil bath system such asis used in an automotive transmission, similar to that described in U.S.Pat. No. 4,222,283, incorporated by reference herein. In such aconfiguration, the gear or sprocket connected to the motor shaft ispartially submerged in a pool of oil. Rotation of the gear or sprocketcauses oil to be drawn out of the bath and distributed to othercomponents due to the oil's tendency to cling to components. In eithersystem, oil may also be flung into a series of channels that distributethe oil to various components.

In another example of a differential drive (not shown), the differentialis coaxially located with the motor and the driveshafts and may be of anepicyclic gear type. In this example, the motor shaft may be connecteddirectly to the ring gear of the differential and one of the driveshaftsmay pass through a hollow motor shaft.

FIG. 7 shows an example axle assembly 700. Axle assembly 700 includes anaxle 730, one or more bearings 715, a bearing tube 710, one or moreslider blocks 705, and a pivot plate 720. In some embodiments, the axle730 may be supported by one or more bearings 715 in a bearing tube 710so as to be able to resist the forces imparted on the axle 730 by aswing arm 800, described in FIG. 8. The bearing tube 710 may be rigidlyconnected to one or more slider blocks 705, which may allow the axleassembly 700 to be positioned left-to-right at a variety of locationswithin the rear drive 305, described in FIG. 3. The ability to bepositioned left-to-right may allow the swing arms 800, as described inFIG. 8, to line up with the wheels of vehicles with varying track width.

A pivot plate 720 may be rigidly connected to the slider block 705 andmay provide a pivot point 725 for a swing arm frame 845, as described inFIG. 8, to mount to that is approximately concentric with the axle 730.A concentric arrangement between the pivot point 725 and the axle 730may minimize changes in the distance between the axle 730 and awheel-side coupling 850, as described in FIG. 8, as the vehicle'ssuspension articulates. As described herein, articulation of thevehicle's suspension refers to the relative movement of the vehicle'swheels to the vehicle's body in response to loads on the suspension, ashappens when traversing bumpy terrain or when weight is added to thevehicle.

The pivot plate 720 may also have one or more lock holes 735 that mayallow a swing arm frame 845, as described in FIG. 8, to be fixed invarious positions by inserting a pin, screw, or other suitable fastener(not shown) through the lock hole 735 in the pivot plate 720 and a lockhole 865 in the swing arm frame 845.

FIG. 8 shows an example of a swing arm 800. In one embodiment, swing arm800 includes a swing arm frame 845, a chain 805, a coupling assembly850, one or more tensioners 880, one or more swing arm handles 835, oneor more support anchors 840, and a counterbalance mechanism 1300, shownin FIG. 13. Swing arm 800 may allow power to be transferred between therear drive 305, and the wheels of a vehicle. As shown in FIG. 2, swingarms 205 may also allow AHS-E drive 235 to be partially decoupled fromthe vehicle 220 such that there is no power-transferring connection.

Power may be transferred or transmitted between a drive sprocket 525 anda wheel sprocket 855 on the coupling assembly 850 by chain 805. Drivesprocket 525 may be coupled to the axle 730 with a pivoting interface(not shown) such that the drive sprocket 525 can pivot relative to theaxle 730 and remain coplanar with the wheel sprocket 855. The pivotinginterface may be a spherical joint (not shown). Slack may be removedfrom chain 805 by one or more tensioners 880. Tensioners 880 may includetensioner sprockets 810, which may be rotationally mounted to atensioner arm 815. Tensioner arms 815 may be rotationally mounted to theswing arm frame 845 at tensioner pivot 870 with a bushing or bearing anda shaft, pin, screw, or any other set of suitable rotational components875. Each tensioner 880 may be pulled inwards towards the swing armframe 845 by one or more tensioner springs 820. In some embodiments, thetensioner springs 820 may pull opposing tensioners 880 inwards towardseach other. This arrangement allows slack to be removed from chain 805regardless of which direction torque is being applied to the wheels of avehicle.

In some embodiments, swing arm frame 845 may provide mounting for theswing arm components, e.g. tensioner arms 815, swing arm handles 835,support anchors 840, and a guard 825. Swing arm frame 845 may berotationally mounted to a pivot point 725 at a swing arm pivot point860. One or more lock holes 865 may allow the swing arm frame 845 to befixed in various positions, such as a standby position 230 when in thedecoupled state (as shown in FIG. 2), by inserting a pin (not shown)through one or more lock holes 865 and a corresponding lock hole 735 inpivot plate 720, as described in FIG. 7. One or more swing arm handles835 may allow a user (e.g., vehicle driver, AHS installer, etc.) topivot the swing arm frames 845 when engaging or disengaging the AHS. Oneor more support anchors 840 may provide a hole through which a pin orother fastener may be inserted to couple the swing arm 205 to supports210 when positioning the swing arms 205 in their standby position 230,as described in FIG. 2. Guard 825 may inhibit user access to movingcomponents that have the potential to cause injury and may reduce noiseand provide environmental protection to components of the swing arm 800.

Referring generally to FIG. 46 and to FIG. 40, the AHS-E may beconfigured with swing arms that include a driveshaft 4025. FIG. 46 showsan example AHS-E layout with dual motors and a shaft-driven swing arm.

FIG. 40 shows an example of a shaft-driven swing arm 4000. The swing arm4000 includes a first gearbox 4005, a driveshaft 4025, a torque tube4010, a second gearbox 4015, and a drive-side coupling (not shown). Thisexample replaces the sprockets 525, 855 and chain 805 of thechain-driven swing arm 800, described in FIG. 8, with two gearboxes4005, 4015 and a driveshaft 4025. In this embodiment, a driveshaft 4025is used to transfer power between a rear drive 4020 and a drive-sidecoupling 1020, described in FIG. 10, in a similar manner to shaft-drivenmotorcycles.

The rear drive 4020 may transfer or transmit power to first gearbox4005. First gearbox 4005 may be a right-angle gearbox. First gearbox4005 may be similar to that used in a shaft-driven motorcycle with atransversely oriented engine to transfer power from the transmission(not shown) to the driveshaft 4025. First gearbox 4005 may include e.g.,a miter, bevel, or hypoid gear set (not shown). First gearbox 4005 maytransfer or transmit power to driveshaft 4025 inside torque tube 4010.

In some embodiments, driveshaft 4025 and/or torque tube 4010 aretelescoping components so that their length can change to accommodatevehicles with different distances between their rear wheels and the AHSmounting system at the rear of the vehicle, and to allow for suspensionarticulation.

Driveshaft 4025 may be supported inside torque tube 4010 by one or morebearings (not shown). At the wheel-end 4030 of the torque tube 4010, thedriveshaft 4025 may transfer or transmit power between the first gearbox4005 and second gear box 4015. Second gearbox 4015 may be a right-anglegearbox. Second gearbox 4015 may be similar to that used in ashaft-driven motorcycle to transmit power from the driveshaft 4025 tothe rear wheel 4035 and may include e.g., a miter, bevel, or hypoid gearset (not shown). The output gear (not shown) of the second gearbox 4015may be rigidly connected to drive-side coupling 1020, described in FIG.10.

Torque tube 4010 may provide a mounting structure for the first gearbox4005 and second gearbox 4015. Torque tube 4010 may be rotationallyconnected to the rear drive 4020 and may allow the swing arm 205 to bepivoted into a standby position 230, as described in FIG. 2. Torque tube4010 may provide resistance to second gearbox 4015, preventing orminimizing rotation about the wheel 225 when torque is applied.

Referring back to FIG. 8, coupling assembly 850 may allow swing arm 800to be coupled to and decoupled from the wheels of a vehicle. Couplingassembly 850 may be connected by the user to wheel-side couplingassembly 1455, shown in FIG. 14, so that power can be transmitted to thevehicle wheel. It is understood then that coupling assembly 850 formshalf of a coupling system 1100, shown if FIG. 11, while the wheel-sidecoupling assembly 1455 forms the other half.

Referring now to FIGS. 10, 11, and 12, coupling assembly 850 includescomponents, e.g. a drive-side coupling 1020 and a coupling shaft 1050,that interface with the wheel-side coupling 1105. It should be notedthat FIG. 10 shows coupling assembly 1000 as decoupled from a vehicle,while FIGS. 11 and 12 show a coupling system 1100, 1200, with thecoupling assembly 1140 connected to the wheel-side coupling 1105. Insome embodiments, coupling assembly 850 also includes a bearing housing1010, a bearing 1015, a bearing screw 1035, a coupling shaft 1050, acoupling knob 1025, and a locking ferrule 1040.

FIG. 11 shows an example coupling system 1100 in a coupled state. Thecoupling system includes the coupling assembly 1140 and the wheel-sidecoupling 1105. The coupling assembly 1140 is included in the swing arm800 and the wheel-side coupling 1105 is included in the vehicle system400. When in a coupled state as shown, a drive-side coupling 1125 isrigidly connected to the wheel-side coupling 1105, allowing power to betransferred or transmitted between AHS-E drive 300 and the vehiclesystem 400. The couplings 1105, 1125 may have a diameter 1150 in therange of approximately 4-18 inches.

Referring also to FIG. 10, axial coupling of the coupling assembly 1140to wheel-side coupling 1105 may be provided by a coupling shaft 1050that includes a threaded portion 1030. A coupling knob 1025 may berigidly connected to coupling shaft 1050 and locking ferrule 1040 may berotationally connected and axially constrained to coupling shaft 1050.By turning coupling shaft 1050 with coupling knob 1025, the threadedportion 1030 of coupling shaft 1050 may engage with an internal thread1110 of wheel-side coupling 1105, causing it to advance into wheel-sidecoupling 1105. Axial coupling may be achieved when coupling shaft 1050advances far enough for locking ferrule 1040 to be compressed betweenbearing screw 1035 and coupling knob 1025.

Rotational coupling of the coupling assembly 1140 to the wheel-sidecoupling 1105 may be provided by torque-transmitting features 1205 suchas dogs 1207, as shown in FIG. 12. As used herein, dogs refer toprotrusions on the face of a rotating component that mesh with similarfeatures on the face of another rotating component and allow torque tobe transmitted from one component to the other, such as is used totransfer torque between gears and dog clutches in a constant-meshautomobile transmission. Dogs 1207 may include chamfers 1065, as shownin FIG. 10, to aid in rotational alignment for e.g., meshing. Thechamfers 1065 may be sized such that each dog 1207 forms a narrow orsharp peak 1070, thereby ensuring that the wheel-side coupling 1210 anddrive-side coupling 1215 align sufficiently to mesh. Thetorque-transmitting features 1205 may alternatively be protrusions oneither the wheel-side coupling 1210 or drive-side coupling 1215 thatmate with slots or holes in either the wheel-side coupling 1210 ordrive-side coupling 1215. The protrusions, holes, and/or slots may bechamfered to aid in rotational alignment for coupling meshing.

Referring to FIGS. 10 and 11, in some embodiments, to aid in alignmentof drive-side coupling 1125 to wheel-side coupling 1105, drive-sidecoupling 1125 may include a male pilot feature 1055, which may beinserted into a corresponding female pilot feature 1115 in wheel-sidecoupling 1105 during the coupling process. Both pilot features 1055,1115 may include a lead-in chamfer 1120 to aid alignment for insertion.In another embodiment, the male and female pilot feature may bereversed, with the male feature on the wheel-side coupling 1105 and thefemale feature on the drive-side coupling 1125.

Referring to FIG. 10, the coupling assembly 1000 may be slidablyconnected to swing arm frame 1005 with a sliding interface 1085 betweenbearing housing 1010 and swing arm frame 1005. An outer race 1075 ofbearing 1015 may be rigidly connected to bearing housing 1010. An innerrace 1080 of bearing 1015 may be rigidly connected to drive-sidecoupling 1020. In some embodiments, bearing screw 1035 may be threadedinto drive-side coupling 1020 and may help connect the inner race 1080of the bearing 1015 to the drive-side coupling 1020. Bearing 1015 mayallow the drive-side coupling 1020 to rotate freely and with littlefriction while otherwise being constrained to bearing housing 1010.

Without wishing to be bound by any particular theory, to allow forvarying lengths in vehicles and vehicle suspension articulation,coupling assembly 850 may be allowed to slide relative to swing armframe 845. Varying lengths in vehicles may occur, for example, asvehicles have varying distance 420 between their rear wheels 430 andmounting system 410, shown in FIG. 4 at the rear of vehicle 405.

Referring now to FIG. 9, an example of a sliding interface 900 is shown.Sliding interface 900 includes a central slot 905 and one or more outerslots 915 in a swing arm frame 930, one or more guide protrusions 910and one or more constraint protrusions 920 on a bearing housing 940, anda handle 925. Guide protrusions 910 may be slidably connected to thecentral slot 905, which may allow fore-aft sliding of the bearinghousing 940 but may restrict pitch and vertical translation. Theconstraint protrusions 920 may pass through the outer slots 915. Heads1090 of the constraint protrusions 920 (shown in FIG. 10) and a bearingface 1095 of the bearing housing 940 (shown in FIG. 10) may allowfore-aft sliding of the bearing housing 940 but may restrict yaw, roll,and left-right translation. Handle 925 may be rigidly connected tobearing housing 940 and allow a user to align coupling assembly 935,1140 with wheel-side coupling 1105, as shown in FIG. 11. In someembodiments, guide protrusions 910 and constraint protrusions 920 arepins, screws, or shafts.

In some embodiments, sliding interface 900 includes a lubricant or lowfriction material 1060, as shown in FIG. 10, to allow smoother slidingand reduce the force required for the user to align the coupling system1100. Low friction material 1060 may comprise any suitable knownmaterial capable of reducing or minimizing friction such as acetal,nylon, polyethylene, polytetrafluoroethylene (PTFE) or the like. Lowfriction material 1060 may be a spray-on film, a shim, a flat sheet, awasher, or the like.

In some embodiments, low friction material 1060 may be sandwichedbetween bearing housing 940 and swing arm frame 930 and/or between theheads 1090 of constraint protrusions 920 and swing arm frame 930.

As previously described, sliding interface 900 may function as a linearbearing. Any number of common types of linear bearings may be used.Sliding interface 900, as disclosed herein, provides a very compactexample with smooth operation, low friction, and high stiffness.

When coupling assembly 850, shown in FIG. 8, is decoupled from a vehicle220, such as when the swing arms 205 are in standby position 230 asshown in FIG. 2, chain or belt tension in the swing arm 205 may tend topull coupling assembly 850 towards pivot point 860, making it difficultto recouple the coupling assembly 850 with the vehicle 220. To reducethis tendency, coupling assembly 850 may be constrained to the swing armframe 845 when decoupled from the vehicle, effectively locking thesliding interface 900.

Referring to FIGS. 9, 10, and 11, locking ferrule 1040 may be rigidlyconnected to swing arm frame 1005 when coupling assembly 1000 isdecoupled from the vehicle 220. Rigid connection may be achieved byturning coupling shaft 1050 with coupling knob 1025, causing thethreaded portion 1030 of coupling shaft 1050 to engage with an internalthread 1145 in the bearing screw 1035, causing locking ferrule 1040 toadvance towards swing arm frame 1005. Friction produced at the interface1045 between swing arm frame 1005 and locking ferrule 1040 may reduce orprevent relative motion of bearing housing 1010 to swing arm frame 1005,allowing easier engagement of the coupling assembly 1140 with wheel-sidecoupling 1105. In some embodiments, the locking ferrule 1040 may includea conical profile 1130 and central slot 905 may include a chamfer 1135.Thus, when locking ferrule 1040 engages swing arm frame 1005, an angledinterface 1045 is produced which may increase the holding strengthbetween swing arm frame 1005 and locking ferrule 1040. In anotherexample, the locking ferrule 1040 and the swing arm frame 1005 mayinclude meshing teeth (not shown) to further increase holding strength.

Another example of the coupling system 4300 is shown in FIG. 43. In thisexample, the threaded interfaces described in FIGS. 10 and 11 betweenthe coupling shaft 1050 and wheel-side coupling 1105 and between thecoupling shaft 1050 and the drive-side coupling 1125 are replaced by aquick-release pin interface 4305. As used herein, a quick release pin isa locking pin similar to that described in U.S. Pat. No. 6,386,789. Inthis example, the coupling system 4300 includes the coupling assembly4340 and wheel-side coupling 4345. Coupling assembly 4340 includes aquick release pin 4310, locking ferrule 4315, drive-side coupling 4320,ferrule spring 4325, bearing 4330, and bearing housing 4335. Couplingassembly 4340 is slidably connected to swing arm frame 4350. Quickrelease pin 4310 includes a pin body 4355, a plunger 4360, one or morelocking components 4365, and a plunger spring 4390.

To secure the drive-side coupling 4320 to the wheel-side coupling 4345after they have been positioned together, the plunger 4360 of the quickrelease pin 4310 is depressed by the user by pressing on the outer face4370. This allows the locking components 4365 to retract into therelieved section 4375 of the plunger 4360. Once inserted past a shoulder4380 of the wheel-side coupling 4345, the plunger 4360 is released andthe plunger spring 4390 returns it such that the locking features 4365are forced outwards against the shoulder 4380, locking the quick releasepin 4310 in place.

To lock the coupling assembly 4340 to the swing arm frame 4350 asdescribed in FIG. 10, the plunger 4360 is depressed by the user and thequick release pin 4310 is pulled out of the wheel-side coupling 4345.The ferrule spring 4325 now pushes the locking ferrule 4315 and thequick release pin 4310 towards the swing arm frame 4350, such that atooth feature 4392 of the locking ferrule 4315 engages a tooth feature4394 of the swing arm frame 4350, preventing the coupling assembly 4340from sliding. The locking features 4365 may here engage a shoulder 4396in the drive-side coupling 4320 to more securely engage the toothfeatures 4392, 4394.

To further resist the tendency of chain or belt tension to pulldrive-side coupling 1125 away from wheel-side coupling 1105 and make iteasier to couple the coupling system 1100, chain or belt tension may becounterbalanced by a counterbalance mechanism or system 1300 as shown inFIG. 13. Counterbalance mechanism 1300 may include one or morecounterbalance springs 1310, a bearing housing 1305, a spring perch1315, and a threaded rod 1320. Counterbalance springs 1310 may applyforce to bearing housing 1305 in the opposite direction 1340 to thedirection 1335 of chain or belt tension pull. Counterbalance springs1310 may be preloaded by sliding spring perch 1315 towards bearinghousing 1305, thereby compressing counterbalance springs 1310. Whensufficient preload is achieved, spring perch 1315 may be rigidlyconnected to swing arm frame 1325 using screws 1330 or other suitablefasteners.

Counterbalance mechanism 1300 may also include one or more spring guides1345, which may prevent buckling of the springs 1310 and may providespring retention when the counterbalance mechanism 1300 is beingadjusted. Referring to briefly to FIG. 8, the amount of preload neededmay be determined by the force exerted on the chain or belt 805 by thetensioner springs 820 through the tensioner sprockets 810 and by anangle (shown as straight) formed in the chain 805 when slack is removed.The preload should be sufficient to allow the user to easily slide thecoupling assembly 850 for alignment with the wheel-side coupling 1105.Preload force may generally vary in the range of approximately 10 to1,000 pounds force.

In some embodiments, threaded rod 1320 may be rigidly connected tobearing housing 1305 and may pass through a hole 1350 in spring perch1315. A nut (not shown) may be threaded onto the threaded rod 1320 andused to advance spring perch 1315 towards the bearing housing 1305,generating greater spring preload than may be possible by sliding thespring perch 1315 by hand. The nut may then be removed to allow bearinghousing 1305 to slide freely as the vehicle suspension articulates. Theability to move the fore-aft position of spring perch 1315 may allowspring preload to be achieved regardless of where bearing housing 1305is positioned on swing arm frame 1325 when coupling assembly 1100 is ina coupled state, as shown in FIG. 11.

FIG. 14 shows an example interface 1400 between a wheel-side couplingassembly 1455 and a wheel 1405. Wheel-side coupling assembly 1455includes wheel-side coupling 1410, lug nuts 1415, and coupling screws1425. Lug nuts 1415 may have an internal thread matching that requiredby the vehicle and may be used to mount wheels 1405 to vehicle 220, asshown in FIG. 2. Lug nuts 1415 may include one or more features 1420 onan outside end 1435 that allow lug nuts 1415 to be rigidly connectedwith features 1222, as shown in FIG. 12, on wheel-side coupling 1410with coupling screws 1425. Features 1420 on the lug nuts 1415 mayinclude a cylindrical portion 1460 and features 1222 on the wheel-sidecoupling 1410 may include slots 1220, as shown in FIG. 12. Slots 1220may allow a single wheel-side coupling 1410 to couple with wheels 1405with different bolt circle diameters 1440. In another example ofwheel-side coupling assembly, lug nuts 1415 may be lug screws.

In some embodiments, slots 1220 may be arranged concurrently in apattern of four, five, six, eight, or any combination thereof, so that asingle wheel-side coupling 1410 may be coupled to wheels 1405 withdifferent numbers of lug nuts. Slots 1220 may be arranged radially andbe of sufficient length to allow the wheel-side coupling 1410 to becoupled to wheels of varying bolt circle diameter 1440. Lug nuts 1415may be configurable in different lengths so that a correct length can bechosen to place the wheel-side coupling 1410 at an appropriate distancefrom a wheel face 1430 to mate with the drive-side coupling 1215,described in FIG. 12. This means of coupling wheel-side coupling 1410 towheel 1405 may allow coupling to a variety of vehicles by varying onlythe lug nut 1415 length 1445 and thread diameter 1450 and pitch (notshown). If positioning wheel-side coupling 1410 at an appropriatedistance from the wheel face 1430 results in lug nuts 1415 of a lengththat results in insufficient strength to transmit the necessary torque,shorter lug nuts 1415 may be used and an intermediate spacer plate (notshown) may be placed between the lug nuts 1415 and the wheel-sidecoupling 1410.

Generally, in order to mount the AHS-E drive or power conversion deviceto the vehicle, a mounting system is included. The mounting systemincludes two halves, one of which is connected to the vehicle and theother of which is included in the AHS-E drive. The half included in theAHS-E drive may be a drive mounting assembly. The half connected to thevehicle may be a rear-side coupling. In some examples, the rear-sidecoupling together with the wheel-side coupling assembly 1455 form avehicle mounting assembly. In another example, the rear-side couplingalone comprises the vehicle mounting assembly.

FIG. 15 shows an example of a mounting system 1500. Mounting system 1500includes a mounting plate 1505, a receiver post 1535, a receiver stop1555, and an adjustment screw 1550 which are coupled to a vehicle 1560and allow AHS-E drive 1510 to be quickly and easily coupled anddecoupled from vehicle 1560. Mounting system 1500 further includes amale pilot feature 1515 and one or more pins 1525 which may be includedas part of the AHS-E drive 1510. A trailer hitch receiver 1540 may berigidly connected to the vehicle 1560. Receiver stop 1555 may be mountedrigidly to trailer hitch receiver 1540 with one or more fasteners orscrews 1545. Receiver post 1535 may be inserted into the end of thehitch receiver 1540. An adjustment screw 1550 may be rotationallyconnected to receiver stop 1555 but constrained axially with a nut,clip, pin, screw or other common retention device. Threading adjustmentscrew 1550 into an internal thread 1565 in the receiver post 1535 mayconstrain the receiver post 1535 fore-to-aft while allowing its positionto be adjusted by turning the adjustment screw 1550. Mounting plate 1505may be rigidly connected to the receiver post 1535, or they may becombined into a single component (not shown). By turning adjustmentscrew 1550, the fore-aft position of AHS-E drive 1510 may be adjusted sothat an appropriate distance from a rear bumper (not shown) of vehicle1560 may be achieved as well as an appropriate amount of chain slack inthe swing arms chain drive 800 described in FIG. 8.

Receiver post 1535 may have a female pilot feature 1520 that coupleswith a male pilot feature 1515 on the AHS-E drive 1510 to aid alignment.Both pilot features 1515, 1520 may include one or more chamfers 1585 toaid insertion male pilot feature 1515 into female pilot feature 1520.Mounting plate 1505 may have one or more slots 1530 that couple with oneor more pins 1525 on the AHS-E drive 1510 to rotationally align theinterface. Both pins 1525 and slots 1530 may include chamfers 1575 toaid insertion of pins 1525 into slots 1530.

FIG. 16 shows a rear view and FIG. 17 shows a front section view of analternative embodiment of mounting systems 1600 and 1700, respectively.Mounting system 1600 includes an AHS-E drive 1610, a mounting plate1605, a male pilot feature 1615, a receiver post 1730, one or morereceiver post screws 1655, one or more pilot screws 1710, one or morepins 1650, and one or more captured screws 1725. This embodiment mayallow mounting plate 1605 to be connected to receiver post 1730 in avariety of vertical positions, which may allow the AHS-E drive 1610 tobe positioned optimally for ground clearance and clearance with thevehicle hatch or tailgate (not shown). While a number or fasteners havebeen described, such as receiver post screws 1655, pilot screws 1710,pins 1650, and captured screws 1725, any type of suitable fasteners maybe used, including, for example, studs, nuts, retaining rings, and thelike.

In the present embodiment, receiver post 1730 may be rigidly connectedto mounting plate 1605 with one or more screws 1655 inserted through oneor more holes 1620 in mounting plate 1605. A plurality of holes 1620 maybe provided so that a variety of positions may be achievable by removingreceiver post screws 1655, positioning receiver post 1730 as desired,and reinstalling receiver post screws 1655. The number of positions maybe between approximately two and ten. The screws 1655 may be in the¼-inch to ½-inch diameter range. Mounting plate 1605 may have a verticalslot 1715 that couples with a tab 1720 on receiver post 1730 to tightlyclock the receiver post 1730 to the mounting plate 1605. As shown, tab1720 is a rectangular tab. In some embodiments, the tab and slotinterface may be reversed, with the slot 1715 being in the receiver post1730 and the tab 1720 being on the mounting plate 1605.

In some embodiments, male pilot feature 1615 may be rigidly connected tomounting plate 1605 with one or more pilot screws 1710 inserted throughholes 1635 in the mounting plate 1605. The pilot screws 1710 may be inthe ¼-inch to ½-inch diameter range. A plurality of holes 1635 may beprovided so that the male pilot feature 1615 may be moved to a differentposition if it interferes with the desired location of the receiver post1730. The number of positions may be between approximately two and ten.One or more female pilot features 1705 may be included on the AHS-Edrive 1610. In some embodiments, a plurality of female pilot features1705 may be provided to correspond with the holes 1635 for male pilotfeature 1615. The male pilot feature 1615 and the female pilot features1705 may both include chamfers 1735 to aid insertion of male pilotfeature 1615 into female pilot feature 1705.

Mounting plate 1605 may include slots 1630 that interface with pins 1650on the AHS-E drive 1610 to rotationally align mounting system 1600.Slots 1630 and pins 1650 may be vertically aligned with male pilotfeature 1615 and female pilot feature 1705. Slots 1630 and pins 1650 mayinclude chamfers 1740 to aid insertion of pins 1650 into slots 1630. Insome embodiments, AHS-E drive 1610 may include one or more capturedscrews 1725 that thread into threaded holes 1625 in the mounting plate1605 to secure the AHS-E drive 1610 to the mounting plate 1605.Approximately four screws of approximately ½-inch diameter may be used.AHS-E drive 1610 may include one or more holes 1645 that allow capturedscrews 1725 to be accessed with a tool to tighten them.

In some embodiments, mounting system 1600, 1700 may include the similarcomponents described in FIG. 15 for adjusting the fore-aft position ofthe mounting plate 1605. For example, receiver post 1730 may beconnected to a receiver stop 1555 with an adjustment screw 1550. Also,for example, AHS-E 1610 drive may include one or more holes 1640 thatalign with holes 1635 in the mounting plate 1605, which allow anadjustment screw 1550 to be accessed with a tool.

In another embodiment, receiver post 1730 may be rigidly connected tothe AHS-E drive 1610 and may be secured to a hitch receiver 1540,described in FIG. 15, with a hitch pin (not shown) as is common withhitch-mounted accessories. In this embodiment, the fore-aft positioningof AHS-E drive 1610 may be accomplished with receiver posts 1730 ofdifferent lengths, or with a plurality of holes (not shown) in thereceiver post 1730 that couple with the hitch pin (not shown).Positioning of AHS-E drive 1610 may also be accomplished with spacers(not shown) inserted between the AHS-E drive 1610 and the receiver post1730.

Referring generally to FIG. 45 and to FIGS. 18 and 19, the AHS-E may beconfigured with dual motors 1905. FIG. 45 shows an example AHS-E layoutwith dual motors and swing arms that include a chain.

FIG. 18 shows an example of an AHS-E 1800. In this embodiment, dualmotors 1905 may be utilized. Each motor 1905 may be inside and rigidlyconnected to a housing or nacelle 1810, which may be connected to acentral chassis 1805 such that the nacelle 1810 can slide in an inwardand outward direction 1815 to accommodate vehicles of different trackwidth.

FIG. 19 shows a cross-section 1900 through example AHS-E 1800. Powerfrom each motor 1905 may be routed through a transmission 1910 thatdecreases speed and increases torque, as is known in the art. Thetransmission may be of an epicyclic gear type, or any other type used invehicles. The power from the transmission 1910 may be provided to adrive sprocket 1915 and on to swing arm chain drive 800 as described inFIG. 8.

Referring in general to FIG. 47 and to FIGS. 20, 21, and 22, the AHS-Emay be configured to be compatible with vehicles that have a live rearaxle. This example may include a single motor 2205. FIG. 47 shows anexample AHS-E layout with a single motor and a drivetrain that transferspower directly to the vehicle's differential 2125.

FIGS. 20, 21, and 22 show additional examples, of an AHS-E 2000, 2100,2200, respectively, that simplifies power delivery and is compatiblewith vehicles that have a live rear axle. As used herein, a live rearaxle refers to an automotive suspension and drivetrain design in which apair of wheels are connected by a rigid member with the axles passingthrough the center of the member. AHS-E 2000 includes a motor 2205, achassis 2005, a gearbox 2010, a driveshaft 2015, a bearing block 2020, adrive sprocket 2025, a driven sprocket 2115 and a chain (not shown).FIG. 21 shows the underside of AHS-E 2000, shown as AHS-E 2100.

FIG. 22 shows a portion of the internal components of AHS-E 2000, shownas AHS-E 2200. Motor 2205 may transmit power to a gear set 2210 insidegearbox 2010, such as a bevel, miter, or hypoid gear set. In someembodiments, gear set 2210 comprises a right-angle gear set and/orgearbox 2010 comprises a right-angle gearbox. Gear set 2210 may increasetorque, decrease speed, and/or translate motor rotation from a generallytransverse to a generally longitudinal orientation.

A forward end 2130 of driveshaft 2015 may be supported by bearings (notshown) in bearing block 2020. In some embodiments, bearing block 2020may include two separate parts that may be clamped around the axle tube2215 using screws and or nuts (not shown).

Driveshaft 2015 may transmit power from gear set 2210 to drive sprocket2025. A chain (not shown) may transmit power from drive sprocket 2025 todriven sprocket 2115. Driven sprocket 2115 may be sandwiched between thevehicle's driveshaft 2120 and the vehicle's differential 2125.Driveshaft 2015 may include a rear universal joint 2105 and frontuniversal joint 2110 that allow driveshaft 2015 to transfer or transmitpower without requiring the gearbox 2010 to be coaxial with the forwardend 2130 of the driveshaft 2015.

In some embodiments, driveshaft 2015 may be telescoping to be compatiblewith a variety of vehicles and to allow the vehicle's suspension toarticulate without transmitting significant force to the gearbox 2010.In order to attach AHS-E 2000, 2100, 2200 to any vehicle with a liverear axle, it is only necessary for a clamping diameter 2225 of bearingblock 2020 to match the diameter 2220 of a vehicle's axle tube 2215 andfor driven sprocket 2115 to match the bolt pattern (not shown) of thevehicle's driveshaft 2120. Bearing block 2020 may be configurable withdifferent clamping diameters, or a large clamping diameter may beutilized and shims (not shown) may be used to decrease the clampingdiameter for smaller axle tubes 2215. In some embodiments, drivensprocket 2115 may incorporate multiple bolt patterns so that it may becompatible with a variety of vehicles. In some embodiments, a clutch(not shown) may be included either between the driveshaft 2015 and thebearing block 2020 or between the driveshaft 2015 and the gearbox 2010such that the motor 2205 and gearbox 2010 can be decoupled from thevehicle's drivetrain when the AHS-E 2000 is not in use.

FIG. 23 shows a side view of an example suspension system 2300 that maybe included with an AHS. FIG. 24 shows an isometric view 2400 ofsuspension system 2300. Suspension system 2300 includes one or morewheels 2305, one or more torsion half-axles 2310, and one or moresuspension frames 2425. Suspension system 2300 may allow for a portionof the system's weight to be born by wheels 2305, reducing the load on avehicle's suspension and decreasing the loss of ride height 2350. Asused herein, ride height refers to the distance above the ground of therear drive 305.

In order to eliminate tire scrub when a vehicle is turning and to allowa vehicle to be steered normally when backing up, caster wheels 2305 maybe used. A spherical wheel, Mecanum, or other type of omni-wheel, asdescribed in U.S. Pat. No. 3,876,255, may also be used. The spring forcerequired to support the weight of an AHS on the suspension system 2300may be provided by a torsion half-axle 2310, commonly used on trailers,which includes a suspension shaft 2325 and suspension arm 2320. Rotationof suspension shaft 2325 may be resisted by an internal spring mechanism(not shown). Suspension arm 2320 may be rigidly connected to suspensionshaft 2325, suspension frame 2425 may be rigidly connected to suspensionarm 2320, and caster wheel 2305 may be rotationally connected tosuspension frame 2425 at caster axis 2405 such that when suspensionshaft 2325 rotates, the wheel 2305 travels in a substantially verticaldirection 2345. Caster axis 2405 may include a plain, ball, or rollerbearing to connect to caster wheel 2305 to suspension frame 2425

In order to make connection of AHS-E drive 1510, 1610 to mountingsystems 1500, 1600, 1700 described in FIGS. 15, 16, and 17 easier, asuspension system may include a height adjusting assembly 2430. Torsionhalf axle 2310 may be rigidly connected to a lower suspension mount2315, which may be rotationally connected to an upper suspension mount2410 through a hinge pin 2415. A jack screw 2420 may be rotationallyconnected to the upper suspension mount 2410 and threaded into the lowersuspension mount 2315. Turning the jack screw 2420 may vary the angle2335 between the upper suspension mount 2410 and lower suspension mount2315, changing the ride height 2350 of AHS-E drive 2330.

In some embodiments, the ride height may be adjusted so that AHS-E drive2330 is aligned with a mounting system, as previously described, whenconnecting them together. Once connected, the ride height of the AHS-Edrive 2330 can be increased to transfer a further portion of the weightof an AHS to the suspension system 2300, 2400. The ride height of theAHS-E drive 2330 may also be adjusted by varying a resting angle 2335between suspension arm 2320 and lower suspension mount 2315 as iscommonly allowed by such trailer suspension systems. This may beaccomplished by connecting the suspension arm 2320 to suspension shaft2325 using a splined interface 2340, which may allow a multitude ofresting angles 2335.

FIGS. 25 and 26 show a walking-beam example of a suspension system 2500.Suspension system 2500 includes one or more wheels 2510, a suspensionframe 2505, a control arm 2515, a spring 2530, and a height adjustingmechanism 2600. In this embodiment, wheels 2510 may be mounted tosuspension frame 2505. Suspension frame 2505 may be connected to AHS-Edrive 2535 with a control arm 2515 that may connect to front and/or rearpivot points 2520 located on suspension frame 2505 and front and/or rearpivot points 2525 on AHS-E drive 2535. As shown, front and/or rear pivotpoints 2520 are centrally located on suspension frame 2505.

In some embodiments, by spanning the full or near-full longitudinallength 2540 of the AHS-E drive 2535, control arm 2515 may resisttwisting. Spring force for suspension may be provided by a spring 2530located between control arm 2515 and AHS-E drive 2535.

FIG. 26 shows a height adjusting mechanism 2600 for suspension system2500. A suspension spring perch 2605 may set the amount of compressionof spring 2530, increasing or decreasing the ride height. The positionof suspension spring perch 2605 may be adjusted by a spring jack screw2610 that may be rotationally connected to control arm 2515 and threadedinto the suspension spring perch 2605.

FIG. 27 shows an example AHS-E drive 2700 configured such that it isfreestanding and can be wheeled around by a user. Swing arms 2710 may belocked in a lower position 2715 by inserting a pin, screw, or othersuitable fastener (not shown) through the lock holes 735 and 865, asshown in FIGS. 7 and 8. A roller ball 2705 may be connected to thebottom 2720 of swing arm 2710 to allow it to roll smoothly along theground in any direction.

FIG. 28 shows a section view of another example of a suspension system2800. Suspension system 2800 includes one or more suspension shafts2805, one or more wheels 2840, a lower bushing 2810, an upper bushing2850, one or more coil springs 2815, one or more pins 2825, one or moreperch nuts 2820, and one or more jack screws 2835. In this embodiment,suspension shaft 2805 may act as both a linear shaft, providing up anddown movement, and as a caster axis for wheel 2840. Bushings 2810, 2850may be rigidly connected to an AHS-E drive 2845 and may allow thesuspension shaft 2805 to translate vertically to provide suspensionaction, and to rotate to allow the wheel 2840 to caster.

Spring force may be provided by a coil spring 2815 locatedconcentrically with suspension shaft 2805. Coil spring 2815 may impartforce on one or more pins 2825 that are rigidly connected to perch nut2820 located inside suspension shaft 2805. Pins 2825 may pass throughslots 2830 in suspension shaft 2805. Ride height may be adjusted byturning jack screw 2835 that may be rotationally connected to thesuspension shaft 2805 and threaded through perch nut 2820. Frictionopposing rotation of suspension shaft 2805 may be reduced by a thrustbearings (not shown) between coil spring 2815 and upper bushing 2850and/or between coil spring 2815 and pins 2825.

FIG. 29 shows an example of AHS-E 2900 as it moves in a forwarddirection while turning. FIG. 30 shows an example of AHS-E 3000 as ittravels in a reverse direction while turning. AHS-E 2900 includes anAHS-E drive 2920, a battery trailer 2905, and a moving caster axismechanism 2925. In this embodiment, one or more batteries (not shown),and/or other components, such as a motor controller or battery charger,are located in battery trailer 2905, so that vehicle 2930 doesn't needto carry the weight of the batteries and other components, therebyallowing use with lighter vehicles.

In some embodiments, rigidly connecting battery trailer 2905 to AHS-Edrive 2920 and utilizing caster, spherical, Mecanum, or omni-wheels, asdescribed previously, may adversely affect the vehicle's handlingbecause of the greater weight associated with battery trailer 2905 andbecause such wheels may not provide lateral force. Consequently, thecentripetal force required to motivate the battery trailer 2905 around acorner would need to be provided by the vehicle 2930. Such additionalforces on the vehicle 2930 may cause instability by causing the rearwheels 225 to lose traction and slide laterally.

In order to allow the vehicle to be steered normally when reversing,while still allowing the trailer wheels 2935 to provide centripetalforces, a caster axis 2915, 3005 that allows the entire battery trailer2905 to pivot may be utilized. In any general caster system, the casteraxis needs to be ahead of the wheel axis relative to the direction ofmotion. Rather than requiring the entire battery trailer to rotateapproximately 180 degrees when switching from forward to reverse andvice versa, a moving caster axis mechanism 2925 may be used which movesthe caster axis 2915 such that it always remains ahead of the wheel axisrelative to the direction of motion. For example, when moving forward,the caster axis 2915 is ahead of the wheel axis 2940 as shown in FIG.29. For further example, when moving in reverse, caster axis 3005 isbehind the wheel axis 3010 as shown in FIG. 30. The moving caster axismechanism 2925 may allow a relatively light vehicle 2930 to tow arelatively heavy battery trailer 2905, may allow battery trailer 2905 toadd less additional length to the vehicle 2930 than is typical oftrailers, and may allow the user or driver to employ standard steeringtechniques when reversing rather than the specialized techniquetypically required of trailers.

FIG. 31 shows an example of moving caster axis mechanism 3100. Movingcaster axis mechanism 3100 includes an upper pivot frame 3105, a lowerpivot frame 3110, a moving caster pivot 3115, an upper rail 3120, alower rail 3125, a linear actuator 3165, an upper pinion 3140, a lowerpinion 3145, a core shaft 3205, shown in FIG. 32, an upper rack 3130,and a lower rack 3135. Upper pivot frame 3105 may be rigidly connectedto the AHS-E drive (not shown). Lower pivot frame 3110 may be rigidlyconnected to the chassis of the trailer (not shown). Moving caster pivot3115 may be capable of sliding fore and aft on upper rail 3120 and lowerrail 3125. A linear actuator 3165 may cause the moving caster pivot 3115to slide fore and aft as needed. The linear actuator 3165 may include anelectric motor 3160 that turns a lead screw 3155, causing a lead nut3150, which may be rigidly connected to the moving caster pivot 3115, tomove fore and aft.

An upper pinion 3140 and lower pinion 3145 may both be rigidly connectedto a core shaft 3205, shown in FIG. 32. Gear teeth 3170 of upper pinion3140 may be meshed with teeth 3175 of upper rack 3130. Gear teeth 3180of lower pinion 3145 may be meshed with teeth 3185 of lower rack 3135.The pinions 3140, 3145, racks 3130, 3135, and core shaft 3205 may ensurethat the fore-aft alignment of upper pivot frame 3105 with lower pivotframe 3110 is maintained as the moving caster pivot 3115 translates foreand aft.

FIG. 32 shows a section 3200 through a moving caster axis mechanism3100, described in FIG. 31. Moving caster pivot 3240 includes an upperpivot 3225 that is rigidly connected to an upper carriage 3230, whichslides on upper rail 3120, and a lower pivot 3210 that is rigidlyconnected to a lower carriage 3235, which slides on lower rail 3125.Upper pivot 3225 and lower pivot 3210 may be configured to rotaterelative to each other so that the lower pivot frame 3110, and thereforethe battery trailer 2905, may caster beneath the upper pivot frame 3105.An upper bushing 3220 and a lower bushing 3215 may aid in making therelative rotation smooth and reduce friction between upper pivot 3225and lower pivot 3210. A core shaft 3205 may be concentric with lowerpivot 3210.

Upper pivot frame 3105 may also connect to a vehicle via a horizontallyoriented hinge (not shown) that allows battery trailer 2905 to pitchrelative to the vehicle when traversing uneven terrain, but doesn'tallow the upper pivot frame 2905 to yaw. This will prevent significantload transfers between the vehicle 2930 and the trailer 2905 when thevehicle wheels 125, 225 are not coplanar with the trailer wheels 2935.

In general, it is desirable to know the direction of travel so thatcontrol electronics (not shown) can command linear actuator 3165 toposition moving caster pivot 3115 in the correct location. Knowing thedirection of travel can be accomplished by a wheel-speed sensor (notshown), typical of those used on automobiles for anti-lock braking andtraction control systems, fitted to the battery trailer 2905 andconfigured to determine the direction of rotation of the trailer wheel2935. It may also be accomplished by connecting electrically to avehicle's onboard diagnostics (OBD) port and acquiring the vehicle'sspeed sensor output. It may also be accomplished by optically scanningthe ground, as is commonly done with computer mice. In a range extendingauxiliary hybrid system (AHS-R) embodiment described below, it may alsobe accomplished by electrically connecting to the vehicle's reversinglight circuit.

FIG. 33 shows an example of a range extending auxiliary hybrid system(AHS-R) 3300. The AHS-R 3300 includes a generator 3315 powered by anengine 3320 on a trailer 3305. Generator 3315 may supply electricalpower to electric vehicles when their batteries are depleted, allowingfor extended range.

In some embodiments, trailer 3305 may utilize moving caster axismechanism 3310 described in FIG. 31 and FIG. 32, but with upper pivotframe 3105 rigidly connected to the vehicle. Upper pivot frame 3105 mayalso connect to the vehicle via a horizontally oriented hinge (notshown) that allows trailer 3305 to pitch relative to the vehicle whentraversing uneven terrain, but doesn't allow the upper trailer frame3105 to yaw. As described above, this is desirable because it willprevent significant load transfers between a vehicle 2930 and trailer2905 when the vehicle wheels 125, 225 are not coplanar with the trailerwheels 2935.

In some embodiments, trailer 3305 and moving caster axis mechanism 3310may also be used for carrying cargo with or without a range-extendinggenerator 3315 included. This may allow a relatively light vehicle totow a relatively heavy load of cargo, add less additional length to thevehicle than is typical of trailers, and allow the user or driver toemploy standard steering techniques when reversing rather than thespecialized technique typically required of trailers.

As described above, an AHS includes a battery pack or energy storagedevice to store energy for use by the AHS. In the example of a batterypack, the energy is stored as electrical energy. The energy may also bestored in the form of compressed air, a hydraulic accumulator, or ashydrogen for a fuel cell.

FIG. 34 shows an example battery pack 3400. Battery pack 3400 mayinclude case 3405 that houses or protects battery pack 3400 from outsideelements and ensures a user does not come into direct contact withbattery pack 3400. Case 3405 may be of a size and shape that fits insidea vehicle. For example, case 3405 may be approximately 36×26×10 inchesin size. As shown, case 3405 provides a housing or encasement forbattery pack 3400. Case 3405 may include ventilation accommodations forbattery pack 3400, such as built in holes or openings 3415 that allowbattery pack 3400 to include one or more fans 3410 to provide convectivecooling of electronic components, described in further detail in FIG.35. In some embodiments, battery pack 3400 may be placed in the bed of apickup truck (not shown). A battery pack 3400 intended for the bed of apickup truck may be of size and shape typical of a truck bed box, e.g.,that described in U.S. Patent Application No. 20030102322, withdimensions in the general range of 60×12×18 inches.

FIG. 35 shows example internal components of a battery pack 3500. Theinternal components may include one or more battery cells 3505, a motorcontroller 3515, and a battery charger 3510. The one or more batterycells 3505 may be configured to store electrical energy for use by amotor and may be wired in series, parallel, or a combination of seriesand parallel. The battery cells may be of lead acid, nickel cadmium,nickel metal hydride, lithium, or any other rechargeable type. Motorcontroller 3515 may be configured to control the current, waveform, andfrequency of electricity sent to the motor. A heatsink 3520 may bethermally connected to motor controller 3515 to provide more effectivecooling. Battery charger 3510 may be configured to allow a battery to berecharged by plugging the AHS into a building's electricity source or adedicated electric vehicle charging station. Battery charger 3510 may beconfigured to interface with the electricity source using an industrystandard connector and protocol, such as an SAE J1772 connector.

Motor controller 3515 and/or battery charger 3510 may also be locatedinside the chassis 320 of AHS-E drive 300 or combined with the displayand control electronics, described below in FIG. 37, and mounted to thedashboard 3620 or center console 3615, shown in FIG. 36.

Battery pack 3500 may be charged by regenerative braking when the AHS-Eis in use. As used herein, regenerative braking refers to the chargingof a battery with the current generated by an electric motor when theforce provided by the motor is in opposition to the direction of travel.For example, when the driver uses a throttle to decelerate a vehicle,electrical current from the motor may be used to add charge to thebattery pack 3500, as is common in electric vehicles.

In order for the user to operate the AHS-E, an input device that allowsthe user to command the desired magnitude and direction of torque fromthe motor is required. As described above, an AHS-E includes a throttleto allow this input. The throttle may communicate electrically orwirelessly with display and control electronics and/or a motorcontroller, which control the input to the motor. The AHS-E may beconfigured such that a neutral or resting throttle position may resultin no torque from the motor, or may result in a fixed amount ofregenerative braking. At low speeds, a neutral throttle position mayalso provide a small amount of forward torque to mimic that of aconventional vehicle with an automatic transmission.

FIG. 36 shows an example vehicle interior 3600 with an example throttle3605. In this embodiment, the throttle 3605 includes a hand lever 3610mounted to a center console 3615. Pushing the lever 3610 forward 3625may command forward torque while pulling the lever 3610 backward 3630may command reverse torque, or vice versa. The hand lever 3610 may alsobe mounted to a dashboard 3620.

FIG. 37 shows an example vehicle interior 3700 with an example throttle3730. In this embodiment, throttle 3730 includes a throttle range-finder3710 and a brake range-finder 3705. Throttle range-finder 3710 may beaffixed to the standard vehicle throttle pedal 3735, and a brakerange-finder 3705 may be affixed to the standard vehicle brake pedal3740. The range-finders 3705, 3710 may measure the distance above thepedal of the driver's foot (not shown) and apply either a forward orbrake torque based inversely on that distance. The range-finders 3705,3710 can be of optical, ultrasonic, or other type.

FIGS. 37 and 42 also show display and control electronics 3715 mountedto the dashboard 3620. A display 3720 may provide information such asthe state of charge of the battery and other vital information,including but not limited to battery voltage, motor current, motorspeed, motor temperature, motor controller temperature, and the like.Input devices 3725, such as buttons or switches 3745 for controllingvarious functions, such as powering the system on, reversing the motorthrottle response for backing up, and initiating charging may also beincluded. The display 4200 may include a power-on indicator 4210 and aconfigurable display 4205. The configurable display may be configured todisplay a variety of information, such as remaining charge 4215.

FIG. 38 shows an example vehicle interior 3800 with an example throttle3815. In this embodiment, a throttle paddle 3805 and a brake paddle 3810are mounted to the steering wheel 3820. Pulling the throttle paddle 3805may cause forward torque while pulling the brake paddle 3810 may causereverse torque.

Alternatively, the throttle may be an additional pedal (not shown) thatmay be affixed to the driver's foot well. Pressing down on the pedal maycommand forward torque. The pedal may include a toe box, which may allowthe driver to pull up on the pedal to command braking or reverse torque.Toe boxes are commonly used on industrial control foot switches, such asthe SSC Controls G-Series foot switches.

Alternatively, if the vehicle's engine is not idled during operation ofthe AHS-E, the AHS-E may connect electrically with the vehicle's onboarddiagnostic (ODB) port and acquire the vehicle's throttle position sensordata. Thus, the driver would control the AHS-E by using the vehicle'sthrottle pedal as usual.

In some embodiments, input devices such as the throttle and/or displayand control electronics may be configured to communicate with varioussystems such as the motor of the AHS. Such communication may beimplemented as software and executed by a general-purpose computer. Forexample, such a general-purpose computer may include a controlunit/controller or central processing unit (“CPU”), coupled with memory,EPROM, and control hardware. The CPU may be a programmable processorconfigured to control the operation of the computer and its components.For example, CPU may be a microcontroller (“MCU”), a general purposehardware processor, a digital signal processor (“DSP”), an applicationspecific integrated circuit (“ASIC”), field programmable gate array(“FPGA”) or other programmable logic device, discrete gate or transistorlogic, discrete hardware components, or any combination thereof designedto perform the functions described herein. A general-purpose processorcan be a microprocessor, but in the alternative, the processor can beany processor, controller, or microcontroller. A processor can also beimplemented as a combination of computing devices, for example, acombination of a DSP and a microprocessor, a plurality ofmicroprocessors, one or more microprocessors in conjunction with a DSPcore, or any other such configuration. Such operations, for example, maybe stored and/or executed by memory unit.

In some embodiments, the methodologies described herein are modules thatmay be configured to operate as instructed by a general processcomputer. In the case of a plurality of modules, the modules may belocated separately or one or more may be stored and/or executed by thememory unit.

While not specifically shown, the general computer may includeadditional hardware and software typical of computer systems (e.g.,power, cooling, operating system) is desired. In other implementations,different configurations of a computer can be used (e.g., different busor storage configurations or a multi-processor configuration). Someimplementations include one or more computer programs executed by aprogrammable processor or computer. In general, each computer mayinclude one or more processors, one or more data-storage components(e.g., volatile or non-volatile memory modules and persistent opticaland magnetic storage devices, such as hard and floppy disk drives,CD-ROM drives, and magnetic tape drives), one or more input devices(e.g., mice and keyboards), and one or more output devices (e.g.,display consoles and printers).

As is known, some vehicles use their engine to power certain accessorysystems. For example, engine vacuum is commonly used to power the powerbrake booster. A hydraulic pump driven by the engine via a belt is oftenused to provide power steering. Some automatic transmissions require theengine to be running to provide lubrication to the transmission. Heat istypically provided to a vehicle cabin by extracting it from the engine'scooling system. To minimize fuel usage, electrically powered accessoriesmay be installed in the vehicle so that the vehicle's engine does notneed to be idled while using the AHS-E. If the vehicle uses a vacuumbrake booster, an electric vacuum pump may be installed. If the vehiclenormally requires the engine to be running to lubricate the transmissionand the transmission cannot be decoupled from the wheels at, forexample, a transfer case, an electric transmission lubrication pump maybe installed. An electrically powered heater may be installed to provideheat to the vehicle's cabin. If the vehicle has hydraulic powersteering, an electro-hydraulic power steering pump may be installed inparallel with the engine-driven pump, as shown in the schematic 3900 inFIG. 39.

In FIG. 39, a vehicle's engine-driven pump 3905 is left in place. Anelectro-hydraulic pump 3910 is installed by adding a tee 3915 tohydraulic return line 3920, two check valves 3935 on pump outlets toprevent back-pressurizing whichever pump is inoperative, and a tee 3925on high pressure hydraulic line 3930. As such, when the vehicle isoperating conventionally, the engine-driven pump 3905 may providehydraulic power to the steering system while the electro-hydraulic pump3910 remains inoperative. When the vehicle is operating with the AHS-E,the engine-driven pump 3905 is inoperative and the electro-hydraulicpump 3910 provides hydraulic power to the steering system.

In some embodiments, at least a portion of electric accessories mayreceive power from the vehicle's 12-volt system. A DC-DC converter thatreduces the AHS-E battery voltage and a typical lead-acid batterycharging circuit may connect the AHS-E battery to the vehicle's 12-voltbattery to prevent it from being drained.

To increase safety, a vacuum sensor may monitor brake booster vacuum anda pressure sensor may monitor power steering hydraulic pressure. Thecontrol electronics may cut motor power if either fall out of normalrange.

Brake lights (not shown) may be included in the AHS. Brake lights mayilluminate whenever braking torque is being applied by the motor tosignal to other motorists that the vehicle may be decelerating.

A cooling system (not shown) may be included in the AHS-E. The coolingsystem may include an electrically driven pump, hoses, and a smallradiator. The radiator may be located on or in the chassis 320 and mayinclude an electrically driven fan to improve cooling efficiency. Withsuch a system, liquid coolant may be circulated to the motor 505, motorcontroller 3515, battery cells 3505, or any combination thereof, toremove heat, which may then be expelled from the system by the radiator.In another example, the cooling system may fluidically connect to thevehicle's cooling system so that the vehicle's radiator may be used forexpelling heat. This example may also allow heat to be extracted fromthe AHS to provide warmth to the vehicle cabin through the vehicle'sheater core.

As is known, some battery types lose significant electrical energycapacity at low temperatures. Therefore the AHS-E may include resistiveheaters (not shown) in the battery pack 3500 that convert electricalenergy from the battery pack 3500 into thermal energy, which may be usedto heat the battery cells 3505, improving their energy capacity.

An example summary of functionality of an AHS 4100 is provided in FIG.41. In general, an energy storage device such as battery pack 4105 maybe configured to store electrical energy for use by the AHS 4100. Anenergy conversion device such as motor 4110 may be configured to convertstored electrical energy from the battery pack 4105 into mechanicalpower and vice versa. The drivetrain 4115 may be configured to transferthe mechanical power between the motor 4110 and vehicle 4120 to providepropulsion and braking. The chassis 320 may be configured to provide astructure for mounting and/or enclosing the e.g., motor 4110 anddrivetrain 4115. An input device such as a throttle 4125, which may be alever, pedal, knob, paddle, button, sensor, or other input device, maybe configured to allow a user or driver to specify an amount anddirection of torque provided by the motor 4110. A power conversioncontroller such as a motor controller 4130 may be an electronic devicethat may be configured to take electrical power from the battery 4105,convert it to a form usable by the motor 4110, and/or send a specificamount of current to the motor 4110. The amount of current may bedetermined by the controller 4130 based on a command from the throttle4125 and the relationship between motor current and motor torque. A userinterface such as control and display electronics 4135 may be configuredto provide information about the AHS 4100 to a user and allow the userto provide additional inputs and commands to the AHS 4100. An energystorage device such as a battery charger 4140 may be configured to allowelectrical power to be drawn from a building electrical supply orelectric vehicle charging station and used to add electrical energy tothe battery pack 4105. The power conversion device may include a systemdrive. The power conversion device may further include the drivetrainand energy conversion device.

To use the AHS-E, the user would first charge the battery by pluggingthe battery charger into an electrical supply such as a household outletor a dedicated electric vehicle charging station. Once sufficientlycharged, the system is unplugged. The swing arms next need to be coupledto the wheels if they are not already. To do this, the user removes thepin from the support (prop) and lowers the support. Next, they removethe pin from the swing arm frame and pivot the swing arm down to thewheel. Next, they connect the coupling system by inserting the malepilot of the coupling assembly into the female pilot of the wheel-sidecoupling. To secure the connection, the user turns the coupling knobuntil tight. The process is repeated for the other swing arm. Next, frominside the vehicle the user turns on the vehicle's engine to power anyengine-driven accessories such as hydraulic power steering and vacuumpower brakes. It may not be necessary to turn the engine on ifelectrically-driven alternatives to any engine-driven accessories havebeen installed, such as an electric brake booster pump. The user nowturns on the AHS-E by actuating, for example, a switch on the displayand control electronics, which may be mounted to the dashboard. Thedisplay now indicates that the system is on.

The system is now active and the user drives the vehicle with the AHS-Ethrottle, which may be a hand lever mounted to the center console. Tomove forward, the user pushes the lever forward. To coast, the userreleases the lever. To slow down, the user pulls the lever back. Pullingthe lever back while moving forward provides regenerative braking, whichreturns some charge to the battery. If stationary, pulling back on thelever will cause the vehicle to reverse. While reversing, pushingforward on the lever will cause the vehicle to slow down. Pushing thelever forward while reversing also provides regenerative braking.

To regulate the amount of power delivered to or from the vehicle, theuser varies how much they push the throttle. A small translation fromthe neutral position will result in a small amount of power and a largetranslation will result in a large amount of power, in a similar mannerto the gas pedal of a conventional vehicle. The relationship may belinear, but may also be non-linear. For example, translations near theneutral position may produce a less pronounced increase or decrease inpower than translations further from the neutral position. Such anon-linearity may allow the user to more smoothly control the vehicle inslow-speed maneuvers.

The throttle position is communicated to the motor electrically orwirelessly. The motor controller determines how much power is to betransmitted to/from the system based on the throttle position. The motorcontroller then takes the appropriate amount of current from the batterypack and converts it to a form usable by the motor. The form ofelectricity will be determined by the type of motor. For example, themotor controller would use the DC current from the battery to generate 2sets of 3 AC waveforms at the required frequency if dual 3-phase ACinduction motors are used. The current is sent to the motor or motorsand the motor or motors convert the electrical power into rotationalmechanical power. When regenerative braking is being utilized, the powerflow and conversion is reversed.

The motor power is now transmitted to the vehicle by the drivetrain. Inthe example of a system configured to transmit power between dual motorsand the vehicle's wheels, the power from each motor is transmitted to atransmission (one for each motor), which increases the torque from themotor and consequently decreases the rotational speed. The power fromeach transmission in next transmitted to the swing arm. In the examplewherein the swing arm uses a chain to transmit power, a driven sprockettransmits power from the transmission to a chain, which transmits powerto a wheel sprocket. The wheel sprocket transmits power to the couplingassembly, which transmit power to the wheel-side coupling. Thewheel-side coupling transmits power the vehicle wheel, enablingpropulsion. When regenerative braking is being utilized, the power flowis reversed.

While driving, the display on the display and control electronicsprovides information such as the remaining charge in the battery, whichcan be provided as a percentage of capacity, a unit of energy such askilowatt-hours or kilojoules, or as an estimated remaining range.

If the battery is depleted, the system cuts power to the AHS-E motor.The user has the option of continuing to drive with the swing arms stillcoupled to the wheels. Or, to eliminate the extra friction caused byAHS-E drivetrain continuing to turn with the vehicle's wheels, the swingarms can be disconnected.

To disconnect the swing arms when the AHS-E is not in use, the userfirst unscrews the coupling knob. Once unscrewed enough to release thecoupling system, the user continues to unscrew the knob. Once it becomestight in the unscrewed direction, the coupling assembly is locked to theswing arm frame. Now the coupling system can be decoupled and thecoupling assembly will stay at the same position on the swing arm frame,making it easier to recouple the next time. The swing arm is now swunginto an upright position. The pin is reinserted into the swing armframe, holding it upright. The support (prop) is raised and the pin isreinserted into it, connecting it to the swing arm frame and providingadditional support. The process is repeated for the other swing arm.

It should be appreciated that a number of sub-systems described as partof the AHS have a number of beneficial features. Furthermore, whiledescribed as part of an AHS, each of the various sub-systems may be usedindependently from the AHS system. As provided in FIGS. 44-47, examplehierarchies of different embodiments of AHS systems showing varioussub-systems are provided. Referring in general to FIGS. 44-47 and anyother identified Figures below, the following features providebenefits/advantages to the disclosed AHS systems:

-   -   The overall drive layout—mounting at the rear of the vehicle of        using swing arms to get power to the wheels (FIG. 1).    -   The coupling system in general        -   The drive-side coupling that is free to rotate and slide on            the swing arm and is driven by a chain/belt from the rear            drive (FIG. 8).        -   The wheel-side coupling that mounts to the wheel using            specially adapted lug nuts/screws (FIG. 14).        -   The pilots and dogs of the interface between the two            couplings (FIGS. 10, 11, 12).        -   The way the two couplings are secured together by either the            threaded coupling shaft or the quick release pin (FIGS. 11,            43).        -   The way the coupling shaft or quick release pin can lock the            coupling assembly to the swing arm frame (FIGS. 10, 43).        -   The way the swing arms can be positioned in standby (FIG.            2).        -   The way the swing arms can be locked in a lowered position            to allow the drive to be wheeled around (FIG. 27).        -   The counterbalance mechanism that opposes chain/belt tension            in the swing arm (FIG. 13).    -   The mounting system in general        -   Using a trailer hitch receiver to mount the main structure            of the drive (FIG. 15).        -   The way the mounting system is split in half, with half            mounted to the vehicle and half a part of the drive (FIG.            16).        -   The adjustment mechanism for the part mounted to the vehicle            (FIG. 15).        -   The adjustable height of the part mounted to the vehicle            (FIGS. 16, 17).        -   The pilot and clocking features of the mounting system            (FIGS. 15, 17).    -   The single motor rear drive        -   Using a differential to split power left and right (FIG. 5).            -   Using a coaxial differential with a hollow motor shaft.        -   The sliding axle assemblies and telescoping driveshafts that            allow adjustment of the width (FIG. 5).    -   The dual motor rear drive        -   Mounting the motors in nacelles that can slide to adjust the            width (FIG. 18).        -   Using a transmission on each motor, e.g., an epicyclic gear            transmission (FIG. 19).    -   The shaft-driven swing arm        -   The two right angle gearboxes (FIG. 40).        -   The telescoping driveshaft and torque tube (FIG. 40).    -   The live rear axle configuration        -   The bearing block that clamps on the vehicle's axle tube            (FIG. 20).        -   The chain sprocket that gets sandwiched between the            vehicle's driveshaft and the vehicle's differential and is            driven by the sprocket on the end of the driveshaft in the            bearing block (FIG. 21).        -   The use of a right angle gearbox that allows the motor to be            oriented transversely (FIG. 22).        -   The telescoping driveshaft that allows for suspension            articulation and vehicles of different length (FIG. 20).    -   Suspension systems        -   The general arrangement of the torsion half-axle suspension            system with caster wheels (FIG. 24).            -   The ride-height/spring preload adjustment system (FIG.                24).        -   The general arrangement of the walking beam suspension (FIG.            25).            -   The ride-height/spring preload adjustment system (FIG.                26).        -   The general arrangement of the combined suspension/caster            system (FIG. 28).            -   The ride-height/spring preload adjustment system (FIG.                28).    -   The moving caster axis mechanism (FIGS. 31, 32)        -   The moving caster axis mechanism as applied to a battery            trailer (FIGS. 29, 30).        -   The moving caster axis mechanism as applied to a            range-extending generator (FIG. 33).        -   The moving caster axis mechanism as applied to a cargo            trailer.    -   The ways of implementing a throttle        -   The throttle and brake rangefinders mounted to the gas and            brake pedals of the vehicle (FIG. 37).        -   The throttle and brake paddles mounted to the steering wheel            (FIG. 38).        -   The extra pedal mounted in the footwell, e.g., with a            toebox.

Further Non-Limiting Description of the Disclosure

The following numbered paragraphs constitute a further non-limitingdescription of the disclosure in a form suitable for appending to theclaim section if later desired.

-   -   1. A hybrid system comprising:

-   an energy storage device;

-   a drive system configured to transfer power between the energy    storage device and one or more of a vehicle's wheels;

-   a power control device configured to regulate the power flow between    the energy storage device and the energy conversion device;

-   a throttle configured to allow a user to communicate to the hybrid    system a desired magnitude and direction of force to be imparted on    the vehicle by the system;

-   a user interface configured to allow the user to communicate with    the system;

-   an energy addition device configured to add energy to the energy    storage device; and

-   a vehicle system configured to mount or enclose the hybrid system    and to receive power from, and transfer power to, the energy storage    device.    -   2. The drive system of claim 1, wherein the drive system        comprises:

-   a rear drive configured to transfer power between the energy storage    device and one or more swing arms; and

-   one or more swing arms configured to transfer power between the rear    drive and one or more vehicle wheels.    -   3. The vehicle system of claim 1, wherein the vehicle system        comprises:

-   a vehicle configured to mount one or more wheel-side couplings and a    vehicle-portion of a mounting system;

-   one or more wheel-side coupling assemblies configured to transfer    power between a vehicle wheel and a swing arm; and    -   a vehicle-portion of a mounting system configured to mount the        drive system to the vehicle.    -   4. The rear drive of claim 2, wherein the rear drive comprises:

-   a chassis configured to mount or enclose the rear drive;

-   a drive-portion of a mounting system configured to mount the rear    drive to the vehicle system;

-   an energy conversion device configured to convert energy from the    energy storage device into mechanical energy;

-   a differential drive configured to transfer power between the energy    conversion device and one or more driveshafts;

-   one or more driveshafts configured to transfer power between the    differential drive and an axle assembly; and

-   one or more axle assemblies configured to transfer power between a    driveshaft and a swing arm.    -   5. The swing arm of claim 2, wherein the swing arm comprises:

-   a power transmitting device configured to transfer power between the    axle assembly and a coupling assembly;

-   a coupling assembly configured to transfer power between a coupler    and the wheel-side coupling; and

-   a swing arm frame configured to mount the swing arm and communicate    with the rear drive.    -   6. The wheel-side coupling assembly of claim 3, wherein the        wheel-side coupling assembly comprises:

-   a wheel-side coupling;    -   one or more wheel fasteners; and

-   one or more screws.    -   7. The vehicle-portion of the mounting system of claim 3,        wherein the vehicle-portion of the mounting system comprises:

-   a trailer hitch receiver configured to engage the vehicle;    -   a receiver post configured to engage the hitch receiver and a        mounting plate; and

-   a mounting plate configured to engage the drive.    -   8. The swing arm of claim 5, wherein the swing arm is        rotationally connected to the rear drive such that the swing arm        can be positioned in a multitude of orientations including:

-   an orientation that aligns the coupling assembly with the wheel-side    coupling;

-   a substantially vertical orientation that decouples the coupling    assembly from the wheel-side coupling; and

-   a lowered orientation that places the coupling assembly end of the    swing arm in contact or nearly in contact with the ground.    -   9. The swing arm of claim 8, wherein the swing arm is secured in        each orientation by the insertion of a coupler through a hole in        the swing arm frame and a hole in the rear drive that are in        alignment.    -   10. The coupler of claim 9, wherein the coupler is a pin.    -   11. The coupler, of claim 9 wherein the coupler is a screw.    -   12. The rear drive of claim 4, further comprising a support that        is rotationally connected to the chassis such that it can be in        either a substantially horizontal position or raised and        connected to the swing arm with a coupler when the swing arm is        in a substantially vertical orientation.    -   13. The support of claim 12, wherein the coupler is a pin.    -   14. The support of claim 12, wherein the coupler is a screw.    -   15. The support of claim 12, wherein the coupler is a magnet.    -   16. The support of claim 12, wherein the coupler is a clip.    -   17. The support of claim 12, wherein the support is secured in a        substantially horizontal position with a coupler.    -   18. The support of claim 17, wherein the coupler is a pin.    -   19. The support of claim 17, wherein the coupler is a screw.    -   20. The support of claim 17, wherein the coupler is a magnet.    -   21. The support of claim 17, wherein the coupler is a clip.    -   22. The swing arm of claim 8, further comprising a wheel at the        lower forward end configured so that it may roll on the ground        when the swing arm is in a lowered position.    -   23. The wheel of claim 22, wherein the wheel is a spherical        wheel.    -   24. The wheel of claim 22, wherein the wheel is a caster wheel.    -   25. A coupling system comprising the coupling assembly of claim        5 and the wheel-side coupling assembly of claim 3 configured to        allow the swing arm to be coupled to the vehicle wheel such that        power can be transferred between the swing arm and the vehicle        wheel, and decoupled such that there is no power connection        between the swing arms and the vehicle wheel.    -   26. The coupling assembly of claim 25, wherein the coupling        assembly comprises:    -   a bearing housing;

-   a bearing;

-   a drive-side coupling;

-   a coupling shaft; and    -   a coupling knob;    -   27. The swing arm of claim 5, wherein the coupling assembly is        slidably connected to the swing arm frame.    -   28. The coupling assembly of claim 26, configured such that the        drive side coupling is rotationally connected to the bearing        housing with the bearing.    -   29. The swing arm frame of claim 5, wherein the swing arm frame        includes a central slot.    -   30. The swing arm frame of claim 5, wherein the swing arm frame        includes one or more locking features configured to engage with        a locking ferrule.    -   31. The coupling assembly of claim 26, configured such that the        coupling shaft passes through the central slot of the swing arm        frame and the drive-side coupling and is rigidly connected to        the coupling knob.    -   32. The coupling system of claim 25, configured such that when        the swing arm is coupled to the vehicle wheel, the drive-side        coupling is rigidly connected to the wheel-side coupling and is        secured with an interface between the coupling shaft and the        wheel-side coupling.    -   33. The coupling system of claim 32, configured such that        torque-transmitting features on the drive-side coupling engage        with torque-transmitting features on the wheel-side coupling        such that torque can be transmitted between the swing arm and        the wheel.    -   34. The coupling system of claim 32, wherein the interface        between the coupling shaft and the wheel-side coupling is a        threaded interface.    -   35. The coupling system of claim 32, wherein the interface        between the coupling shaft and the wheel-side coupling is a        latching interface.    -   36. The coupling system of claim 33, wherein the        torque-transmitting features are dogs.    -   37. The coupling system of claim 33, wherein the        torque-transmitting features are protrusions and slots.    -   38. The coupling assembly of claim 26, further comprising a        locking ferrule configured such that is rotationally connected        and axially constrained to coupler shaft.    -   39. The locking ferrule of claim 38, wherein the locking ferrule        is configured such it includes a locking feature.    -   40. The coupling assembly of claim 26, wherein the coupling        assembly is configured such that it includes an interface with        the coupling shaft that can axially constrain the shaft in an        outward position.    -   41. The coupling assembly of claim 26, wherein the coupling        assembly is configured such that when the coupling shaft is        constrained in an outward position by the interface of claim 40,        the locking ferrule is engaged with the swing arm such that the        coupling assembly cannot slide relative to the swing arm frame.    -   42. The coupling assembly of claim 41, wherein the coupling        assembly is configured such that the locking feature of the        locking ferrule can engage with the locking feature of the        central slot of the swing arm frame.    -   43. The locking features of claims 30 and 39, wherein the        locking feature of the central slot is a chamfer and the locking        feature of the locking ferrule is a conical surface.    -   44. The locking features of claims 30 and 39, wherein the        locking features are teeth configured such that they intermesh.    -   45. The interface of claim 40, wherein the interface is a        threaded interface.    -   46. The interface of claim 40, wherein the interface is a        latching interface.    -   47. The interface of claim 40, wherein the interface includes a        spring that biases the locking ferrule towards the swing arm        frame.    -   48. The coupling assembly of claim 26, further comprising a        bearing screw configured such that it threads into the        drive-side coupling and secures the inner race of the bearing to        the drive-side coupling.    -   49. The interface of claim 40, wherein the bearing screw        includes the internal thread of the interface.    -   50. The coupling system of claim 32, wherein the drive-side        coupling includes a male pilot feature configured such that it        can be inserted into a female pilot feature on the wheel-side        coupling such that the couplings are coaxially aligned.    -   51. The coupling system of claim 32, wherein the wheel-side        coupling includes a male pilot feature configured such that it        can be inserted into a female pilot feature on the drive-side        coupling such that the couplings are coaxially aligned.    -   52. The pilot features of claims 50 and 51, wherein one pilot        feature includes a lead-in feature.    -   53. The pilot features of claims 50 and 51, wherein both pilot        features include a lead-in feature.    -   54. The dogs of claim 36, wherein the dogs include one or more        lead-in features.    -   55. The lead-in features of claim 54, wherein the lead-in        features form a sharp or nearly-sharp peak.    -   56. The coupling assembly of claim 26, further comprising a        handle rigidly connected to the bearing housing and configured        such that a user can grasp it to slide the coupling assembly        relative to the swing arm frame.    -   57. The wheel fasteners of claim 6, wherein the wheel fasteners        are lug nuts configured to mount the wheel to the vehicle,        provide a mounting point for the wheel-side coupling, and        transfer power between the wheel-side coupling and the vehicle        wheel.    -   58. The wheel fastener of claim 57, wherein the wheel fastener        includes a feature on its outer end for interfacing with the        wheel-side coupling.    -   59. The wheel faster of claim 58, wherein the feature at the        outer end is a cylindrical surface.    -   60. The wheel-side coupling of claim 6, wherein the wheel-side        coupling includes features for interfacing with the wheel        fasteners.    -   61. The wheel-side coupling of claim 60, wherein the features        for interfacing with the wheel fasters are radially oriented        slots.    -   62. The wheel-side coupling of claim 61, wherein the slots are        arranged in a symmetrical radial pattern of four.    -   63. The wheel-side coupling of claim 61, wherein the slots are        arranged in a symmetrical radial pattern of five.    -   64. The wheel-side coupling of claim 61, wherein the slots are        arranged in a symmetrical radial pattern of six.    -   65. The wheel-side coupling of claim 61, wherein the slots are        arranged in a symmetrical radial pattern of eight.    -   66. The wheel-side coupling of claim 61, wherein the slots are        arranged in two or more of the symmetrical radial pattern in        claims 62, 63, 64, 65 and configured so that they do not        overlap.    -   67. The swing arm of claim 5, further comprising a        counterbalance mechanism configured to impart a force on the        coupling assembly in opposition to the force imparted by any        tension in the power-transmitting device.    -   68. The counterbalance mechanism of claim 67, comprising one or        more springs and a spring perch configured such that the spring        perch may be rigidly connected to the swing arm frame in a        plurality of locations corresponding to the distance from a        coupler assembly that achieves proper spring preload.    -   69. The counterbalance mechanism of claim 68, further comprising        spring guides configured to prevent spring bucking and to        provide spring retention.    -   70. The counterbalance mechanism of claim 68, further comprising        an adjustment rod configured to be:    -   rigidly connected to a coupler assembly;

-   passing through a hole in the spring perch;

-   including a threaded portion on the end passing through the spring    perch; and

-   allowing a nut to be threaded onto it such that the nut can be used    to advance the spring perch towards the coupling assembly to preload    the springs.    -   71. The swing arm of claim 5, wherein the power-transmitting        device comprises a chain, a drive sprocket, and a wheel        sprocket.    -   72. The swing arm of claim 5, wherein the power-transmitting        device comprises a belt, a drive pulley, and a wheel pulley.    -   73. The swing arm of claim 5, further comprising one or more        tensioners configured to remove slack from the        power-transmitting device.    -   74. The tensioner of claim 73 comprising:

-   a roller rotationally connected to a tensioner arm and in    communication with the power transmitting device;    -   a tensioner arm rotationally connected to the swing arm frame;        and

-   one or more springs configured to pull the tensioner arm inwards    towards the swing arm frame.    -   75. The swing arm of claim 5, the swing arm frame further        comprising one or more opposing pairs of the tensioners of claim        74, configured such that each pair is pulled inwards towards        each other by the spring.    -   76. The differential drive of claim 2, wherein differential        drive comprises a power-transmitting device configured to        transfer power between the motor and a differential, and a        differential configured to transfer power between the motor and        one or more driveshaft, and to allow the driveshafts to rotate        at different speeds.    -   77. The differential drive of claim 76, wherein the        power-transmitting device comprises a chain, a motor sprocket,        and a differential sprocket.    -   78. The differential drive of claim 76, wherein the        power-transmitting device comprises a belt, a motor pulley, and        a differential pulley.    -   79. The differential drive of claim 76, wherein the        power-transmitting device comprises a gear pair.    -   80. The differential drive of claim 76, further comprising one        or more tensioners configured to take slack out of the        power-transmitting device.    -   81. The tensioner of claim 80, wherein the tensioner comprises:

-   a roller rotationally connected to a tensioner arm and in    communication with the power transmitting device;

-   a tensioner arm rotationally connected to the differential drive    chassis; and

-   one or more springs configured to pull the tensioner arm inwards    towards the swing arm frame.    -   82. The differential drive of claim 76, further comprising one        or more opposing pairs of the tensioners of claim 81, configured        such that each pair is pulled inwards towards each other by the        spring.    -   83. The driveshafts of claim 4, wherein the driveshafts are        configured to telescope.    -   84. The driveshafts of claim 4, wherein the driveshafts comprise        one or more universal joints.    -   85. The axle assembly of claim 4, wherein the axle assembly        comprises:

-   an axle configured to transfer power between a driveshaft and a    power-transmitting device;

-   one or more bearings configured to support the axle;

-   a bearing housing configured to rigidly support the bearings;

-   one or more slider blocks rigidly connected to the bearing housing;    and

-   a pivot plate rigidly connected to the slider block, in    communication with a swing arm, and configured such that the swing    arm can be pivoted about a transverse axis.    -   86. The axle assembly of claim 85, wherein the axle assembly is        configured to be positionable at a multitude of locations in the        rear drive such that variable width-between-swing arms can be        achieved.    -   87. The pivot plate of claim 85, wherein the transverse axis is        substantially coaxial with the axle.    -   88. The energy conversion device of claim 4, wherein the energy        conversion device is an electric motor.    -   89. The mounting system of claim 7, comprising the        vehicle-portion of a mounting system and the drive-portion of a        mounting system configured to allow a rear drive to be mounted        to a vehicle.    -   90. The vehicle-portion of the mounting system of claim 7,        further comprising:

-   a receiver stop configured to be secured inside the trailer hitch    receiver with one or more couplers; and

-   an adjustment screw rotationally connected to the receiver stop and    threaded into the receiver post, and configured such that when    turned, the receiver post advances into or out of the trailer hitch    receiver.    -   91. The vehicle-portion of the mounting system of claim 90,        wherein the coupler is a screw.    -   92. The vehicle-portion of the mounting system of claim 90,        wherein the coupler is a pin.    -   93. The vehicle-portion of the mounting system of claim 7,        wherein the vehicle-portion includes a pilot feature configured        to engage with a pilot feature of the drive system.    -   94. The pilot feature of claim 93, wherein the pilot feature is        hole.    -   95. The pilot feature of claim 93, wherein the pilot feature is        a protrusion.    -   96. The pilot feature of claim 93, wherein the pilot feature        includes a lead-in feature.    -   97. The vehicle-portion of the mounting system of claim 7,        wherein the vehicle-portion includes one or more rotational        alignment features configured to engage with a one or more        rotational alignment features of the drive system.    -   98. The rotational alignment feature of claim 97, wherein the        feature is a slot.    -   99. The rotational alignment feature of claim 97, wherein the        feature is a hole.    -   100. The rotational alignment feature of claim 97 wherein the        feature is a protrusion.    -   101. The rotational alignment feature of claim 97 wherein the        feature includes a lead-in feature.    -   102. The drive-portion of the mounting system of claim 4,        wherein the drive-portion includes a pilot feature configured to        engage with a pilot feature of the vehicle system.    -   103. The pilot feature of claim 102, wherein the pilot feature        is hole.    -   104. The pilot feature of claim 102, wherein the pilot feature        is a protrusion.    -   105. The pilot feature of claim 102, wherein the pilot feature        includes a lead-in feature.    -   106. The drive-portion of the mounting system of claim 4,        wherein the drive-in portion includes one or more rotational        alignment features configured to engage with a one or more        rotational alignment features of the vehicle system.    -   107. The rotational alignment feature of claim 106 wherein the        feature is a slot.    -   108. The rotational alignment feature of claim 106 wherein the        feature is a hole.    -   109. The rotational alignment feature of claim 106 wherein the        feature is a protrusion.    -   110. The rotational alignment feature of claim 106 wherein the        feature includes a lead-in. feature    -   111. The vehicle-portion of the mounting system of claim 7,        configured such that the receiver post can be rigidly connected        to the mounting plate in a multitude of vertical positions using        one or more screws.    -   112. The vehicle-portion of the mounting system of claim 111,        configured such that one or more protrusions on the receiver        post engage with a slot in the mounting plate to rotationally        align the receiver post to the mounting plate.    -   113. The vehicle-portion of the mounting system of claim 111,        configured such that one or more protrusions on the mounting        plate engage with a slot in the receiver post to rotationally        align the receiver post to the mounting plate.    -   114. The pilot feature of claim 95, configured such that the        pilot feature can be rigidly connected to the mounting plate in        a multitude of vertical positions using one or more screws.    -   115. The pilot feature of claim 104, configured such that the        pilot feature can be rigidly connected to the drive in a        multitude of vertical positions using one or more screws.    -   116. The pilot feature of claim 94, wherein a multitude of pilot        features are included and are configured to correspond with the        multitude of vertical positions in which the pilot feature of        claim 114 are located.    -   117. The pilot feature of claim 103, wherein a multitude of        pilot features are included and are configured to correspond        with the multitude of vertical positions in which the pilot        feature of claim 115 are located.    -   118. The drive-portion of a mounting system of claim 4, further        comprising one or more screws configured such that they can        interface with the mounting plate and secure the drive to the        vehicle.    -   119. The screws of claim 118, wherein the screws are captured.    -   120. The rear drive of claim 4, wherein the rear drive includes        one or more holes configured to allow access to the screws of        claim 118.    -   121. The rear dive of claim 4, wherein the rear drive includes        one or more holes configured to allow access to the adjustment        screw of claim 90.

The dimensions and/or values disclosed herein are not to be understoodas being strictly limited to the exact numerical dimension and/or valuesrecited. Instead, unless otherwise specified, each such dimension and/orvalue is intended to mean both the recited dimension and/or value and afunctionally equivalent range surrounding that dimension and/or value.For example, a dimension disclosed as “12 inches” is intended to mean“about 12 inches”.

Every document cited herein, including any cross-referenced or relatedpatent or application is hereby incorporated herein by reference in itsentirety unless expressly excluded or otherwise limited. The citation ofany document is not an admission that it is prior art with respect toany invention disclosed or claimed herein or that it alone, or in anycombination with any reference or references, teaches, suggests ordiscloses any such invention. Further, to the extend that any meaning ordefinition of a term in this document conflicts with any meaning ordefinition of the same term in a document incorporated by reference, themeaning or definition assigned to that term in this document shallgovern.

While particular embodiments of the disclosure have been illustrated anddescribed, it would be obvious to those skilled in the art that variousother changes and modifications can be made without departing from thespirit and scope of the disclosure It is therefore intended to cover inthe appended claims all such changes and modifications that are withinthe scope of this disclosure.

What is claimed is:
 1. A system comprising: an energy storage deviceconfigured to store power for a vehicle; a power conversion deviceconfigured to transfer power between the energy storage device and thevehicle, wherein the power conversion device comprises a rear drive; apower conversion controller configured to regulate power flow betweenthe energy storage device and the power conversion device; an inputdevice configured to receive input from a user and configured totranslate the input into instructions for the power conversioncontroller; and at least one swing arm, wherein the at least one swingarm is configured to connect to the rear drive.
 2. The system of claim1, wherein the energy storage device comprises at least one battery. 3.The system of claim 1, wherein the power conversion controller comprisesa motor controller.
 4. The system of claim 1, wherein the rear drive andat least one swing arm comprise a system drive.
 5. The system of claim1, wherein the rear drive is configured to transfer power between theenergy storage device and the at least one swing arm.
 6. The system ofclaim 1, wherein the at least one swing arm is configured to transferpower from the rear drive to one or more of the vehicle's wheels.
 7. Thesystem of claim 1, wherein the rear drive comprises: a chassisconfigured to provide support for the rear drive; an energy conversiondevice configured to convert energy from the energy storage device intomechanical energy; a differential drive configured to transfer powerbetween the energy conversion device and one or more driveshafts; one ormore driveshafts configured to transfer power between the differentialdrive and an axle assembly; and one or more axle assemblies configuredto transfer power between a driveshaft and the swing arm.
 8. The systemof claim 7, wherein the rear drive further comprises: a drive mountingassembly configured to mount the rear drive to a vehicle.
 9. The systemof claim 8, wherein the drive mounting assembly is connected to thechassis.
 10. The system of claim 1, wherein the rear drive comprises: achassis configured to provide support for the rear drive; a first energyconversion device configured to convert energy from the energy storagedevice into mechanical energy; a second energy conversion deviceconfigured to convert energy from the energy storage device intomechanical energy; a first right-angle transmission configured totranslate a substantially transversely oriented rotation of the firstenergy conversion device into a substantially longitudinal orientationand transfer power between the first energy conversion device and aswing arm; and a second right-angle transmission configured to translatea substantially transversely oriented rotation of the second energyconversion device into a substantially longitudinal orientation andtransfer power between the second energy conversion device and a swingarm.
 11. The system of claim 10, wherein the rear drive furthercomprises: a drive mounting assembly configured to mount the rear driveto a vehicle.
 12. The system of claim 1, wherein the swing armcomprises: a chain configured to transfer power between the rear driveand a coupling assembly; at least one tensioner configured to removeslack from the chain; and a swing arm frame configured to mount the atleast one tensioner and a coupling assembly and to rotationallyinterface with the rear drive.
 13. The system of claim 12, wherein theswing arm further comprises: a counterbalance assembly configured tooppose a longitudinal force on the coupling assembly caused by tensionin the chain.
 14. The system of claim 12, wherein the swing arm furthercomprises: a coupling assembly configured to attach the swing arm to awheel on a vehicle.
 15. The system of claim 1, wherein the swing armcomprises: a driveshaft configured to transfer power between the reardrive and a right angle gearbox; a right-angle transmission configuredto translate a substantially longitudinally oriented rotation of thedriveshaft into a substantially transverse orientation and transferpower between the driveshaft and a coupling assembly; and a torque tubeconfigured to support the driveshaft and provide resistance to a rightangle transmission against rotation about a vehicle wheel.
 16. Thesystem of claim 15, wherein the swing arm further comprises: a couplingassembly configured to attach the swing arm to a wheel on a vehicle. 17.The system of claim 1, the system further comprising: an energy storagedevice charger.
 18. The system of claim 17, wherein the energy storagedevice charger comprises a battery charger.
 19. The system of claim 1,further comprising: a user interface comprising a display and controlelectronics configured to allow a user to communicate with the system.20. The system of claim 1, wherein the input device comprises: athrottle configured to communicate magnitude and direction of force tothe power conversion controller.
 21. The system of claim 1, wherein thesystem further comprises: a vehicle mounting assembly configured toattach to a vehicle and the power conversion device.
 22. The system ofclaim 21, wherein the vehicle mounting assembly comprises: a rear-sidecoupling assembly including: a mounting plate configured to mount a reardrive to a vehicle; and a receiver post configured to mount a rear-sidecoupling to a trailer hitch receiver.
 23. The system of claim 1, whereinthe swing is not configured to connect a rear wheel or an axle to thevehicle.
 24. A system comprising: an energy storage device configured tostore power for a vehicle; a power conversion device configured totransfer power between the energy storage device and the vehicle; apower conversion controller configured to regulate power flow betweenthe energy storage device and the power conversion device, wherein thepower conversion device comprises a rear drive; an input deviceconfigured to receive input from a user and configured to translate theinput into instructions for the power conversion controller; and atleast one swing arm, wherein the rear drive and at least one swing armcomprise a system drive, and wherein the rear drive comprises: a chassisconfigured to provide support for the rear drive; a first energyconversion device configured to convert energy from the energy storagedevice into mechanical energy; a second energy conversion deviceconfigured to convert energy from the energy storage device intomechanical energy; a first transmission configured to increase torqueand decrease speed from the first energy conversion device; and a secondtransmission configured to increase torque and decrease speed from thesecond energy conversion device.
 25. The system of claim 24, wherein therear drive further comprises: a drive mounting assembly configured tomount the rear drive to a vehicle.
 26. A system comprising: an energystorage device configured to store power for a vehicle; a powerconversion device configured to transfer power between the energystorage device and the vehicle; a power conversion controller configuredto regulate power flow between the energy storage device and the powerconversion device; an input device configured to receive input from auser and configured to translate the input into instructions for thepower conversion controller; and a vehicle mounting assembly configuredto attach to a vehicle and the power conversion device, wherein thevehicle mounting assembly comprises: a wheel-side coupling assemblyconfigured to transfer power between a swing arm and a vehicle wheel andconfigured to allow the swing arm to be decoupled from the vehiclewheel; and a rear-side coupling assembly configured to mount a chassisof a rear drive to a vehicle.
 27. The system of claim 26, wherein thewheel-side coupling assembly comprises: a wheel-side coupling; and aleast one lug nut configured to secure the wheel-side coupling assemblyto a wheel on the vehicle.
 28. The system of claim 26, wherein therear-side coupling assembly comprises: a mounting plate configured tomount a rear drive to a vehicle; and a receiver post configured to mounta rear-side coupling to a trailer hitch receiver.
 29. A systemcomprising: an energy storage device configured to store power for avehicle; a power conversion device configured to transfer power betweenthe energy storage device and the vehicle; a power conversion controllerconfigured to regulate power flow between the energy storage device andthe power conversion device, wherein the power conversion devicecomprises a rear drive, an input device configured to receive input froma user and configured to translate the input into instructions for thepower conversion controller; and at least one driveshaft configured totransfer power between the rear drive and a chain, the chain beingconfigured to transfer power between the at least one driveshaft and adifferential of the vehicle.
 30. The system of claim 29, wherein therear drive further comprises: a chassis configured to provide supportfor the rear drive; an energy conversion device configured to convertenergy from the energy storage device into mechanical energy; a bearingblock configured to engage an axle tube of a vehicle and support aforward end of a driveshaft; a right-angle gearbox configured totranslate a substantially transversely oriented rotation of the energyconversion device into a substantially longitudinal orientation andtransfer power between the energy conversion device and a driveshaft; adriveshaft configured to transfer power between the right angle gearboxand a drive sprocket; a drive sprocket configured to transfer powerbetween the driveshaft and a chain; a chain configured to transfer powerbetween the chain and a driven sprocket; and a driven sprocketconfigured to transfer power between the chain and a vehicle'sdifferential.
 31. The system of claim 30, wherein the rear drive furthercomprises: a drive mounting assembly configured to mount the rear driveto a vehicle.